Bombardier Global 7500

Where it came from

Bombardier announced the Global 7000 and Global 8000 together at the NBAA convention in October 2010, as the top of the Global family: a clean-sheet aircraft rather than another stretch, with a new wing and General Electric Passport engines instead of the Rolls-Royce BR710s that had powered every Global before it. Development took longer than planned. The first aircraft flew on 4 November 2016, six years after the announcement.

What came out of flight test was better than what had been sold. On 28 May 2018 Bombardier renamed the aircraft the Global 7500 to reflect a confirmed range of 7,700 nm rather than the 7,400 originally advertised — an unusual direction for an aerospace programme to move in. Transport Canada certified the type in September 2018, the FAA in November, and EASA in early 2019; the first customer aircraft was delivered on 20 December 2018 with about a hundred orders already on the books.

The demonstrations that followed defined the type's reputation: London City to Los Angeles nonstop on 10 May 2019, the longest flight ever flown out of London City, and a long run of city-pair speed records — more than 150 of them by late 2025, the most ever set by a single business aircraft type. The 150th aircraft was delivered in September 2023 and the 200th in December 2024. The Global 8000, a longer-legged and faster development on the same airframe, entered service in December 2025.

Who charters a Global 7500, and where it goes

The 7500 is chartered for two reasons that rarely arrive together. The first is a sector no other aircraft holds: Europe to Buenos Aires, Nice to Cape Town, London to Hong Kong, Moscow to Buenos Aires at the edge. The type flew London City to Los Angeles nonstop in May 2019, the longest flight ever made out of that airport, which is the clearest single statement of what it does. The second reason is arrival condition — a fourteen-hour sector where someone has to walk off and work, so a real bed, a shower and a 2,900 ft cabin altitude are the product being bought, not the distance.

On this site the natural corridors are London to Dubai, about 6h 50m, and London to Larnaca, about 4h 30m. Both are normally flown with a full group and full baggage, which is exactly where the 7500's size stops being an extravagance.

Why a 14,000 km aircraft flies a two-hour hop

London to Nice in about 1h 40m or London to Ibiza in 2h 30m looks absurd on a 7500, and it happens every summer. Three reasons. The aircraft is already positioned in Europe and repositioning costs money whether or not anyone is aboard, so a leg going back the way you are going surfaces as an empty leg at a fraction of the type's usual rate. A party of sixteen with luggage does not fit into anything smaller, however short the flight. And a short hop is often the outbound leg of a trip that continues intercontinental later the same week, on the same tail and the same crew — moving that group onto a second, smaller aircraft for two hours costs more than it saves.

What you should not do is charter a 7500 at full rate for a two-hour sector because it is the biggest thing on the list. A Challenger 605 or a Falcon 2000 does that trip properly for a great deal less.

14,260 km, and the conditions attached to it

Bombardier's 7,700 nm / 14,260 km is a theoretical range with NBAA IFR reserves, ISA, Mach 0.85, and eight passengers with four crew. Eight, not seventeen. Bombardier does not publish weights on the factsheet; working from public figures, full tanks leave roughly 1,500 kg of payload, which is eight or nine people with light bags — the brochure case exactly. Load fourteen to seventeen with full baggage and you hand fuel back: expect somewhere between 750 and 1,100 km off the headline, call it 13,200 km. That is our arithmetic from public weights, not a Bombardier number, and we run the real payload check before quoting.

Even so, 13,200 km with a full cabin is further than anything else in this class flies empty except a G650ER. What survives: London to Los Angeles, Nice to Singapore, Nice to Tokyo, Nice to Buenos Aires. What does not, for any jet in this class: Europe to Sydney.

Four living spaces, and what is actually in them

Bombardier's claim is that this is the only business jet big enough for four true living spaces, and the layout backs it: a club four, a conference and dining zone that seats six at a table, a media or lounge zone and a master suite with a full-size bed — a real fixed bed, not a converted divan, which is the difference against every other aircraft on this page. A stand-up shower is available in the suite. There is a full kitchen and a dedicated crew suite, so on a fifteen-hour sector the cabin crew are not resting in your space.

The cabin is 16.59 m from the cockpit divider to the aft wall, excluding the baggage hold, with 1.88 m of standing height and a flat floor. Two lavatories, plus the suite's en-suite on most layouts. Cabin air is fully replaced in as little as 90 seconds through the HEPA system, and the maximum cabin altitude is 2,900 ft at 41,000 ft.

Airfields, baggage, price

Field performance is better than the aircraft's size suggests: 1,756 m to take off at maximum weight at sea level on a standard day — shorter than a Global 6000's 1,974 m — and 682 m to land. It is steep-approach certified and has operated at London City. What closes doors is not runway length but bulk: 52 tonnes and a 31.7 m wingspan rule out St Moritz, Cannes and a good many small ramps that a Falcon 8X uses without discussion. Baggage is 5.52 m³ and reachable in flight.

From about €14,000 per flight hour is a starting point. Positioning dominates on a type with roughly two hundred airframes worldwide and few of them in Europe — there is usually no second 7500 bidding against the first. Crew duty is next: a fifteen-hour sector needs an augmented crew and their rest. Then overflight and navigation charges across several countries, handling and parking at both ends, de-icing in winter, and peak weeks that tighten slots before they tighten aircraft. Every trip is quoted individually.