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How to Buy a Bombardier Global Express / 5000 / 6000 / 7500: Buyer's Guide
Bombardier's large-cabin, long-range business jet family. Values, maintenance exposure and engine program status vary widely from early Express to new 7500.
Updated October 2026 · Market data from 6 live fyiAero listings, the FAA registry and NTSB records
Overview
The Bombardier BD-700 family, sold as the Global series, is Bombardier's answer to the large-cabin, intercontinental business jet. The original Global Express entered service at the end of the 1990s with a wide, stand-up cabin and nonstop range for city pairs like New York to Tokyo. The design has since been stretched, shortened, re-engined and re-cockpited. Today the name covers everything from first-generation Global Express airframes to the Global 5000, 6000, 5500, 6500 and the larger Global 7500.
fyiAero listings currently show 6 aircraft for sale across the family: two Global 6500s and one each of the Global Express, Global 5000, Global 6000 and Global 7500. Published asking prices run from $9,995,000 to $23,500,000, with a median of $16,747,500. The low end is a 2000-model Global Express and the high end is a 2014-model airframe. Several listings, typically the newest aircraft, do not publish a price, so the true top of the market sits well above what is advertised.
The FAA registry shows 648 BD-700 family aircraft on the U.S. register, so this is a well-supported type with a deep parts, training and MRO network. At this size and price, the purchase price is often the smaller decision. Engine program enrollment, upcoming heavy checks, avionics compliance and cabin connectivity will drive most of your real cost and resale value.
Who it's for. A Global is built for owners and flight departments that regularly fly long overwater or intercontinental legs with a full cabin and want to arrive rested. It suits trips like U.S. to Europe or Asia, multi-stop world tours, or transcontinental flying with ample range reserve. It is a two-pilot aircraft requiring a type rating, and nearly every owner employs a professional crew or uses a management company. Insurers will want experienced, type-rated crews with recurrent simulator training at a recognized provider, and premiums reflect hull values in the eight figures. For an owner-pilot stepping up from a light or midsize jet, the realistic path is to fly the right seat alongside a professional captain, not to fly it single-handedly.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Global Express | 1999-2005 | This is the original BD-700 with Rolls-Royce BR710 engines and a Honeywell Primus 2000XP flight deck. It is the entry point to the family on price, but older avionics, legacy cabin systems and calendar-driven heavy checks weigh heavily on value. |
| Global Express XRS | 2006-2012 | Bombardier added more range, faster refueling, improved cabin lighting and windows, and other refinements to the Express airframe. XRS models trade at a premium to early Express aircraft, largely on systems and cabin updates. |
| Global 5000 | 2005-2012 | This is a shortened-fuselage version with less range but the same cabin cross-section, aimed at buyers who don't need the full ultra-long-range capability. It is often a value play compared with same-year 6000 or XRS aircraft. |
| Global 6000 / Global 5000 Vision | 2012-2018 | These introduced the Bombardier Vision flight deck, built on Rockwell Collins Pro Line Fusion, with large displays and synthetic vision, plus cabin updates. The Vision cockpit is a major value line, because it largely avoids the avionics upgrade costs facing earlier aircraft. |
| Global 5500 / Global 6500 | 2019-present | These are re-engined with Rolls-Royce Pearl 15 engines, with a refined wing and an updated Nuage-style cabin, giving better range and efficiency. Late-model aircraft hold value strongly and usually come with engine program coverage. |
| Global 7500 / 8000 | 2018-present | This is a larger, stretched member of the family with a four-zone cabin, a new wing and GE Passport engines. It sits at the top of the market, and pre-owned examples are scarce and often priced on request. |
What a Bombardier Global Express / 5000 / 6000 / 7500 costs to buy
2 priced listings on fyiAero right now ask between $9,995,000 and $23,500,000, with a median of $16,747,500 and a median of 4,432 hours total time. Against fyiEstimate, 1 are priced below estimate, 0 within range and 0 above.
- Know which Global you are pricing. In fyiAero listings, a 2000-model Global Express asks $9,995,000 while a 2014 airframe asks $23,500,000. Model, flight deck and engine generation move value far more than paint and interior.
- Airframe time is substantial in this market. The median listed aircraft shows 4,432 hours, and the two listings with 5,000+ hours have a median asking price of $16,747,500. High time alone is not disqualifying if engines are on a program and heavy checks are fresh.
- Engine and APU program enrollment is a major value driver. An aircraft on a fully paid-up hourly program transfers that protection to you. One off program may need a buy-in or carry a large overhaul liability, so price it accordingly.
- Find out where the aircraft sits in its heavy calendar inspection cycle. An airframe just out of a major inspection can be worth considerably more than one approaching it, so get quotes for any upcoming check before you negotiate.
- With only 6 aircraft listed on fyiAero and several unpriced, use a broker or appraiser with access to recent closed transactions. Published asking prices alone are a thin basis for an offer.
- Budget for avionics and connectivity on pre-Vision aircraft. Datalink, ADS-B, SBAS and Ka-band upgrades can add meaningfully to acquisition cost, and they affect resale.
Average asking price by model year
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Engine program status and records (BR710, Pearl 15 or Passport). Confirm enrollment level, accrued balances and transferability. Review trend monitoring data and borescope results, because an engine off program can represent a seven-figure exposure.
- APU program and condition. The APU sees heavy use on long-range aircraft. Verify program coverage, hours since overhaul and any recurring faults in the logs.
- Heavy calendar inspection history. Determine when the last major calendar checks were done, who performed them, what was found, and what is coming due in the next few years.
- Corrosion inspection. Older airframes and those based in coastal or humid regions should be checked in wheel wells, under galley and lav floors, around doors, and in the lower fuselage.
- Landing gear overhaul status. Gear overhauls are driven by calendar and cycles and are expensive. Know exactly when they are due and whether the component pool or program covers them.
- Applicable ADs and service bulletins. Have the shop research all ADs and SBs for the specific serial number and model and confirm full compliance. Large-cabin jets accumulate many over time.
- Avionics configuration and compliance. Confirm ADS-B Out, FANS/CPDLC datalink, SBAS/LPV and any required database or software updates. This is especially important on Primus 2000XP aircraft, where gaps can limit routes or require costly retrofits.
- Cabin management, entertainment and connectivity systems. Older cabin systems can be obsolete and hard to support. Test every function and confirm parts support and connectivity hardware and subscription status.
- Damage history and logbook continuity. Look for repairs, hangar rash and gaps in records. Aircraft with complex international registry histories need thorough document review before import or transfer.
- Windshields, pressurization and environmental systems. Check windshields and windows for delamination or heating faults. Verify that pressurization, bleed air and air conditioning perform to specification on a test flight at altitude.
Popular upgrades
- FANS 1/A+ and CPDLC datalink. This is essential for efficient oceanic and European operations, and its absence on older aircraft is a clear negotiating point.
- ADS-B Out and SBAS/LPV capability. ADS-B Out is required for U.S. operations in most controlled airspace, and LPV approaches add utility. Aircraft lacking these sell at a discount that reflects the upgrade cost.
- Ka-band high-speed cabin connectivity. Modern buyers expect reliable broadband on long legs. A completed Ka-band installation is a strong selling point on any generation.
- Interior refurbishment and cabin management system update. Fresh soft goods, updated cabin management and LED lighting can revive an older Express or XRS. Owners rarely recover the full cost at resale, but a tired cabin clearly hurts value.
- Enhanced vision and head-up display. EVS/HUD improves low-visibility capability and is valued by flight departments. It adds to value but is not a must-have for every buyer.
Ownership costs
Ownership costs match the aircraft's mission. The fyiAero cost model estimates variable operating cost at about $7,926 per flight hour, driven largely by fuel burn of about 483 gallons per hour at a 430-knot cruise. That works out to roughly $16.17 per nautical mile. Fixed costs, including crew, hangar, insurance, training, subscriptions and management, are modeled at about $1,084,924 per year. Combined with variable costs at 325 flight hours per year, the total annual budget comes to about $3,660,744. Real costs vary considerably with crew structure, base location, how international your flying is, and especially whether engines and APU are on hourly programs. Unprogrammed aircraft can face large, lumpy overhaul and heavy-check bills, so always build those into your total cost of ownership.
Safety record
NTSB records show 2 accidents involving BD-700 family aircraft in the last 10 years, with no fatal accidents and no aircraft destroyed. Against 648 U.S.-registered aircraft, that is about 3.1 accidents per 1,000 aircraft over the decade, and a fatal rate of 0.0. That is a strong record, reflecting professional two-pilot crews, rigorous recurrent simulator training and modern systems. The main risks resemble those of other large-cabin jets: crew fatigue on ultra-long-range legs, unstable approaches and runway excursions at short or contaminated fields, and ground handling damage. Owners should insist on well-rested, well-trained crews, sensible duty-time policies and a strong safety management culture with their operator.
Alternatives to consider
- Gulfstream G550. This is the Global Express's classic rival, with strong long-range capability and residual values. Its cabin is narrower than the Global's, and comparable pre-owned examples often command a premium.
- Gulfstream G650 / G650ER. It offers a faster cruise, a wide cabin and a newer design. Acquisition prices are typically well above comparable-year Globals, and it competes more directly with the Global 6500 and 7500.
- Dassault Falcon 7X / 8X. These trijets have excellent short-field performance and fuel efficiency. The cabin cross-section is smaller, and range falls short of the longest-legged Globals.
- Gulfstream G500 / G600. These offer a modern Symmetry flight deck and efficient performance in a newer airframe. Range and cabin size sit between the Global 5000/5500 and 6000/6500, and prices are higher than older Globals.
- Bombardier Challenger 650. Its wide cabin comes at much lower acquisition and operating cost. It cannot fly the true intercontinental legs a Global handles nonstop.
Frequently asked questions
How much does a used Bombardier Global cost?
Current fyiAero listings show published asking prices from $9,995,000 for a 2000-model aircraft to $23,500,000 for a 2014-model aircraft, with a median of $16,747,500. Newer models such as the Global 6500 and 7500 are often listed without a published price, and they sit above that range.
What does it cost per hour to operate a Global?
The fyiAero cost model estimates about $7,926 per hour in variable costs, with fuel burn of about 483 gallons per hour. Adding fixed costs, the estimated annual budget is about $3,660,744 at 325 flight hours per year.
How far can a Bombardier Global fly?
The fyiAero operating model uses a range of about 6,800 nautical miles at a 430-knot cruise with up to 14 passengers. Actual range varies by specific model, payload, winds and reserves, with shorter-fuselage models giving up some range compared with the longest-legged versions.
How safe is the Global Express family?
NTSB records show 2 accidents in the last 10 years with no fatalities and no aircraft destroyed, about 3.1 accidents per 1,000 U.S.-registered aircraft. That is a strong record, supported by professional two-pilot crews and recurrent simulator training.
What is the difference between the Global Express and the Global 6000?
The Global 6000 builds on the Express and XRS airframe with the Vision flight deck, based on Rockwell Collins Pro Line Fusion, along with cabin updates and refinements. The newer avionics avoid many of the upgrade costs older Express aircraft face, which is a big reason 6000s command higher prices.
How many Bombardier Globals are there in the U.S.?
The FAA registry shows 648 BD-700 family aircraft on the U.S. register. That large fleet means good parts availability, training options and maintenance support across the country.
Bombardier Global Express / 5000 / 6000 / 7500 for sale
Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
