At maximum takeoff weight, the 7500 needs 5,800 feet of runway for takeoff under standard atmospheric conditions. Takeoff field length was less than a third of Stewart’s nearly 12,000-foot runway, at 3,074 feet. V1 and rotation speed were calculated at 108 knots, with V2 at 123 knots. Maximum takeoff weight is 114,850 pounds, and with our light load, our takeoff weight was just 77,100 pounds. With just the three of us onboard, the Global 7500 carried 15,250 pounds of fuel, far less than the usable 51,850 pounds that it can carry for maximum-range trips.
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The Collins HUD with enhanced and synthetic vision is standard equipment, along with the Collins MultiScan radar (windshear prediction is optional), the latest performance-based navigation features, and controller-pilot datalink communications. In the 7500, there are four large displays arranged in a T format, with primary flight displays (PFDs) in front of each pilot and two multifunction displays (MFDs) in the center.
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This afforded me the opportunity to spend some time checking out the massive four-zone cabin’s remarkably low noise levels and also to shoot some video of the takeoff and landing, which can be viewed on AIN’s YouTube channel.Īlthough branded as Vision, the 7500’s avionics are the latest version of Collins Aerospace’s Pro Line Fusion system, which has been flying in the Global 50 since 2012 and also pioneered synthetic vision imagery on the Collins head-up display (HUD). For this flight, I sat in the jump seat during and takeoff and landing and switched into the left seat with Sibenaler when we climbed above 10,000 feet. Engineering test pilot Andrew Sibenaler and demo pilot Kerry Swanson took some time out from their busy schedules to meet me at Stewart International Airport in Newburgh, New York, where we figured the reduced congestion compared to Teterboro would make flying a bit easier.Īs it turned out, our timing coincided with the back side of a cold front and resulting strong gusty winds, which at more than 30 knots precluded me from flying the takeoff and landing. Both types share the same FBW system architecture, and future Bombardier models might also benefit from all that development spending and effort.īombardier’s first-delivered Global 7500, which is busy fulfilling the many requests for demo flights around the world, conveniently touched down at Teterboro Airport in late March.
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Although it no longer owns the C Series program, some of the money spent on developing what is now the Airbus A220 helped bring the Global 7500 to life, specifically the new jet’s fly-by-wire (FBW) flight control system. Now Bombardier is producing CRJs on the commercial airline side and the Globals (soon to include the upgraded 55), Challenger 350 and 650, and Learjet 70/75 for business aviation customers. And while the company says that the Global 8000 remains an ongoing program, not much progress seems to be happening, and perhaps the market doesn’t see the need for anything other than the Global 7500. Bombardier also went through some serious financial challenges, resulting in the sale of its C Series regional jet program to Airbus. 85 NBAA IFR range of 7,700 nm-and the jet’s moniker was changed to Global 7500. Bombardier engineers carved out 300 nm more range for the 7000-for a Mach. Originally the two new airplanes were meant to complement each other, with the larger 7000 projected to fly 7,400 nm, while the shorter 8000 would fly the farthest at 7,900 nm.īut times, and markets, change.
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When Bombardier announced two new jets in the Global series-the Global 70-in 2010, the clear intention was that the Canadian manufacturer planned to take away the mantle of building the largest purpose-built business jet from Gulfstream Aerospace’s 7,500-nm G650ER.