Aircraft
Bombardier Global 6000: Specs, Range, and Used Prices
Bombardier Global 6000 specs and used prices
The Bombardier Global 6000 is a large-cabin, ultra-long-range business jet. With an out-of-production aircraft like this, buyers often focus on the airframe price and overlook the maintenance program behind it. Bombardier stopped building the Global 6000 in 2019, when the Global 6500 replaced it as the mid-tier flagship below the newer Global 7500. Since then, every Global 6000 sale has taken place on the used market, an important point to understand before comparing it with newer aircraft.
What the Bombardier Global 6000 Is
Bombardier rebranded the Global Express XRS as the Global 6000 in 2011, with deliveries of the new name starting in 2012. Two Rolls-Royce BR710 A2-20 engines power it, each rated at 14,750 pounds of thrust. Maximum takeoff weight runs to about 99,500 pounds.
More than 300 Global 6000s were delivered under that name before Bombardier shifted production to the Global 6500 in 2019. Combined with the 95 Global Express jets built before the 2011 rebrand, the type’s lineage adds up to a fleet of roughly 330 aircraft still flying, according to Aircraft Bluebook data reported through AvBuyer. That is a deep enough fleet that parts, pilots, and charter availability are not a real concern, even six years after the last one rolled off the line.
Bombardier Global 6000 Range and Speed
Bombardier rates the Global 6000 at 6,000 nautical miles, flying at Mach 0.85 with National Business Aviation Association (NBAA) IFR fuel reserves. Maximum operating speed for the type is Mach 0.89, with a certified ceiling of 51,000 feet.
That range covers New York to most of Europe, Los Angeles to Tokyo with a light payload, and the length of the U.S. transcontinental market with fuel to spare. It falls short of the 7,000-nm-class jets on the longest single legs: New York to Dubai and New York to Singapore both need more range than a Global 6000 carries.
Speed in Mach terms understates itself. At cruise altitude, Mach 0.85 works out to roughly 487 knots true airspeed, and Mach 0.89 to roughly 510 knots. Push the aircraft to its Mmo on a 4,000-nm crossing and you save about 20 minutes over flying the published 0.85 cruise, and Bombardier’s 6,000-nm figure assumes the slower, more fuel-efficient number. Fly faster and the real range drops well below the spec sheet.
Cabin Size, Seating, and Capacity
The Global 6000 cabin measures 6 feet 2 inches high, 7 feet 11 inches wide, and 43 feet 3 inches long, for a total volume of about 2,002 cubic feet. Most adults stand fully upright, and the cabin splits into three living areas.
Bombardier’s published capacity tops out at 19 passengers. Real charter and corporate configurations rarely go that high. A typical build seats 8 to 13 passengers across a forward club section, a mid-cabin conference group, and an aft divan, with a jump seat and a crew rest area cutting into the maximum count. Ten passengers can sleep in most layouts.
The baggage compartment stays accessible in flight, which matters more on an 8-hour transatlantic leg than any cabin finish does. A full galley with a high-temperature oven is standard on nearly every build, so a crew can serve a hot meal on a transatlantic leg instead of cold catering.
What a Bombardier Global 6000 Costs to Buy
There is no new price anymore. Corporate Jet Investor put the factory list price at $60.5 million while the type was still being sold, and that number is now a historical reference rather than something you can spend.
Every transaction today happens on the pre-owned market, and the spread is wide. Aircraft Bluebook data reported through AvBuyer, updated in 2025, puts asking prices anywhere from roughly $23 million for an older, higher-time airframe to about $40 million for the newest examples still carrying the Global 6000 name. Around 10 to 15 aircraft have been publicly listed for sale at any point through 2026, which is enough supply that a patient buyer has real room to negotiate.
Three things move an individual aircraft within that band. Engine program enrollment transfers real coverage to the buyer or leaves them holding a future overhaul bill. Avionics upgrades for Automatic Dependent Surveillance-Broadcast (ADS-B) and the Future Air Navigation System (FANS 1/A) determine which airspace the aircraft can legally fly in. Interior and paint condition swing value by millions on an airframe old enough to need its second refurbishment cycle.
What One Trip Costs
What we see readers get wrong most often is assuming a quoted hourly rate already covers positioning. On an out-of-production type with a shrinking charter fleet, the nearest available Global 6000 is often based several states from where you actually want to depart, and that ferry time gets added to your bill.
Here is a Teterboro to Van Nuys round trip with two nights on the ground, built from the parts, at a mid-range $12,500 per flight hour:
| Line item | Math | Cost |
|---|---|---|
| Flight time | 5.0 h west + 4.6 h east = 9.6 h × $12,500 | $120,000 |
| Repositioning | 1.5 h ferry to pick you up × $12,500 | $18,750 |
| Crew overnights | 3 crew × 2 nights | ~$1,200 |
| Landing, ramp, handling | Both ends | ~$2,200 |
| Catering | Two legs | ~$1,800 |
| Subtotal | $143,950 | |
| Federal excise tax | 7.5% of taxable transportation | $10,796 |
| Segment fee | 6 pax × 2 segments × $5.30 | $64 |
| Total | ~$154,810 |
That total works out to about $16,130 per block hour against a $12,500 quoted rate, roughly 29 percent higher. The 7.5 percent federal excise tax and the $5.30 per-passenger segment fee are the Internal Revenue Service (IRS)’s 2026 figures for domestic charter, confirmed by the National Air Transportation Association. International routing works differently: the 7.5 percent does not apply, and a separate international facilities fee takes its place.
Ask a broker exactly where the aircraft sits the night before your trip. On a Global 6000, an hour of repositioning runs over $12,000, so a locally based aircraft at a slightly higher rate often beats a cheaper one flown in from across the country. Our private jet cost per hour guide breaks down how that math shifts across aircraft classes.
Global 6000 vs Gulfstream G550 vs Falcon 900LX
| Bombardier Global 6000 | Gulfstream G550 | Dassault Falcon 900 (900LX) | |
|---|---|---|---|
| Range | 6,000 nm (Mach 0.85) | 6,750 nm | 4,750 nm |
| Max speed | Mach 0.89 | Mach 0.885 | Mach 0.87 |
| Cabin width | 7 ft 11 in | 7 ft 4 in | 7 ft 8 in |
| Engines | 2 | 2 | 3 |
| Typical used price | ~$23M–$40M | ~$11.5M–$34M | ~$18.5M–$45M |
| Verdict | Widest cabin, mid-pack range | Best cost per mile of the three | Best short-field and steep-approach access |
Choose the Global 6000 when cabin width matters more than the last 750 nautical miles of range, since it beats the G550 by 7 inches. Choose the Gulfstream G550 if you want the longest legs and the deepest, cheapest used fleet in the class. Choose the Falcon 900LX if your mission includes airports the twin-engine jets cannot use, since Dassault’s trijet is steep-approach certified for fields like London City that a Global 6000 cannot fly into. See our Global 6000 vs Challenger 650 comparison if you are weighing it against Bombardier’s own current-production large-cabin jet.
When the Global 6000 Is the Wrong Aircraft
Most Global 6000 trips do not actually need a Global 6000. Below about 3,000 nautical miles, a super-midsize jet like the Challenger 350 covers the same route for less than half the hourly rate, and the extra cabin space goes unused.
At the other end, any mission beyond 6,000 nm nonstop rules the aircraft out entirely. Routes like New York to Dubai or the transpacific crossing to Hong Kong need a Global 6500, a Global 7500, or a Gulfstream G650ER instead. And if your typical trip lands at a short or steep-approach field, the Global 6000’s runway requirements are longer than a trijet or a light jet needs, so a Falcon 900LX or a smaller type gets you in where a Global 6000 cannot land.
How to Fly a Global 6000 Without Buying One
Three access paths exist, and they price very differently. On-demand charter through a broker costs the most per flight hour but commits you to nothing beyond a single trip. Jet cards lock in a fixed hourly rate with guaranteed availability, and the large-cabin tiers at NetJets and Flexjet both include Global 6000-class aircraft. Fractional shares make sense once you are flying more than roughly 100 hours a year in this size of cabin.
Start with our jet card comparison if you fly 25 to 100 hours a year, and step up to the fractional ownership guide above that threshold. Under 25 hours a year, on-demand charter keeps you flexible without the commitment.
Frequently Asked Questions
Is the Bombardier Global 6000 still in production?
No. Bombardier ended Global 6000 production in 2019 and replaced it with the Global 6500, which carries a longer 6,600 nm range and a Mach 0.90 top speed. More than 300 Global 6000s were built under that name, and roughly 330 aircraft across the type's full lineage remain in active service.
What is the range of a Bombardier Global 6000?
6,000 nautical miles at Mach 0.85 with NBAA IFR reserves. That reaches most of Europe from New York and covers the full length of the U.S. transcontinental market, but it falls short of 7,000-nm-class routes like New York to Dubai or New York to Singapore.
How many passengers can a Bombardier Global 6000 carry?
Up to 19 by Bombardier's published spec, though real-world charter and corporate builds usually seat 8 to 13 passengers once a divan, a conference group, and a crew rest area are accounted for. A typical layout sleeps up to 10.
How much does a used Bombardier Global 6000 cost?
Roughly $23 million for an older, higher-time airframe up to about $40 million for the newest examples, based on Aircraft Bluebook data reported through AvBuyer in 2025. The factory list price was $60.5 million before Bombardier discontinued the type in 2019.
How does the Global 6000 compare to the Gulfstream G550?
The G550 flies 750 nautical miles farther and charters for roughly 20 to 30 percent less per hour, while the Global 6000 has a wider cabin by 7 inches. Both are discontinued twin-engine jets with deep used-market fleets, so the choice usually comes down to whether your longest routine leg needs the G550's extra range.
What is the difference between the Global 6000 and the Global 6500?
The Global 6500 adds 600 nautical miles of range, a Mach 0.90 top speed instead of Mach 0.89, and updated cabin systems, and it remained in active production as of 2026. The two share the same fuselage and cabin dimensions, so a used Global 6000 buys nearly the same interior for a fraction of a new Global 6500's price.
The Short Verdict
The Bombardier Global 6000 is a sensible buy for anyone who needs a wide, stand-up large-cabin jet on routes under 6,000 nautical miles and wants to pay used-market prices for it. If your longest recurring leg is closer to 4,000 nm, a Gulfstream G550 likely charters and buys cheaper for barely less capability. If it regularly pushes past 6,000 nm, the money is better spent on a Global 6500 or a G650ER instead. Price your actual route on all three before you commit to the Global 6000 specifically. See how it ranks against the rest of the tier in our best large cabin private jets ranking.
We update this guide as aircraft, program, and route pricing changes. Spotted something out of date? Tell us and we'll check it.