Global 5500 and 6500, how to do more with less
A few years ago, Bombardier was eager to regain the upper hand over its competitor Gulfstream, but it had only a very limited budget to improve the performance of its Global 5000 and 6000 aircraft. So it has engaged secret discussions with Rolls-Royce to increase the range of the two smaller versions of the Global.
But changing the engine on a plane like the Global can become expensive because their position on the rear fuselage, far from the center of gravity, means that any modification will be amplified by the leverage effect. That’s why Bombardier demanded from Rolls-Royce that the new PEARL15 engine of the Global 5500 and 6500 use exactly the same nacelle as the Global 5000 and 6000 BR710 engines. Rolls-Royce was able to meet the demand for Bombardier even though the diameter of the PEARL engine fan is 0.5 inch larger than the BR710.
Another important factor, the weight of the Pearl engine is very close to that of the BR710 while the difference would be less than 100 pounds according to unofficial information circulating. The new engine with a weight similar to the old and using the same nacelle, it was not necessary to adapt the empennage to the new engine. Bombardier engineers had only to focus on aerodynamic improvements to the wing, which they modified the angle of the trailing edge by reducing it compared to that of the wing of the Global 5000 6000.
To reduce development time and control the price paid to suppliers, the Global 5500 and 6500 use the same systems and supply chain as their predecessors. Since these are legacy systems, the number of flying hours and the cost of certification are significantly reduced.
On the other hand, everything the passengers will touch inside will be changed with the arrival of the new Premier cabin as well as the new Nuage seat and the new Nuage chaise. Many of the cabin improvements will be produced internally at the Global Center of Excellence in Pointe-Claire.
Since the range of the 5500 and 6500 is greater than the Global 5000 6000, but the price of the Global 5500 6500 is lower than that of the 5000 and 6000, we can conclude that Bombardier has managed to do more with less.
A few years ago, Bombardier was eager to regain the upper hand over its competitor Gulfstream, but it had only a very limited budget to improve the performance of its Global 5000 and 6000 aircraft. So it has engaged secret discussions with Rolls-Royce to increase the range of the two smaller versions of the Global.
But changing the engine on a plane like the Global can become expensive because their position on the rear fuselage, far from the center of gravity, means that any modification will be amplified by the leverage effect. That’s why Bombardier demanded from Rolls-Royce that the new PEARL15 engine of the Global 5500 and 6500 use exactly the same nacelle as the Global 5000 and 6000 BR710 engines. Rolls-Royce was able to meet the demand for Bombardier even though the diameter of the PEARL engine fan is 0.5 inch larger than the BR710.
Another important factor, the weight of the Pearl engine is very close to that of the BR710 while the difference would be less than 100 pounds according to unofficial information circulating. The new engine with a weight similar to the old and using the same nacelle, it was not necessary to adapt the empennage to the new engine. Bombardier engineers had only to focus on aerodynamic improvements to the wing, which they modified the angle of the trailing edge by reducing it compared to that of the wing of the Global 5000 6000.
To reduce development time and control the price paid to suppliers, the Global 5500 and 6500 use the same systems and supply chain as their predecessors. Since these are legacy systems, the number of flying hours and the cost of certification are significantly reduced.
On the other hand, everything the passengers will touch inside will be changed with the arrival of the new Premier cabin as well as the new Nuage seat and the new Nuage chaise. Many of the cabin improvements will be produced internally at the Global Center of Excellence in Pointe-Claire.
Since the range of the 5500 and 6500 is greater than the Global 5000 6000, but the price of the Global 5500 6500 is lower than that of the 5000 and 6000, we can conclude that Bombardier has managed to do more with less.
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