TYPE: Long-range business jet.

PROGRAMME: Announced 28 October 1991 at NBAA Convention; full-scale cabin mockup exhibited at NBAA Convention September 1992; conceptual design started early 1993. Programme launched 20 December 1993; high-speed configuration frozen June 1994; low-speed configuration established August 1994.
Ground test programme uding static test airframe c/n 0001 began August 1996; prototype C-FBGX (engineering designation BD-700-1A10) rolled out 26 August 1996; first flight 13 October 1996; public debut at NBAA Convention at Orlando, Florida, November 1996; prototype and three other aircraft undertook 2,000-hour, 18-month flight test programme based at Bombardier's flight test centre in Wichita, Kansas; second aircraft, (C-FHGX), which is used for systems evaluation and testing, flew 3 February 1997, third (C-FJGX), which is used for avionics and autopilot testing, 22 April 1997; fourth (C-FKGX), first flown 8 September 1997 and the first to be fully outfitted, was used for function and reliability testing.
Transport Canada certification 31 July 1998; FAA certification 13 November 1998; JAA certification 7 May 1999; German LBA certification 26 May 1999; first customer delivery of completed aircraft 8 July 1999 to AirFlite Inc of Long Beach, California, which operates the aircraft on behalf of Toyota Motor Sales USA; 50th 'green' airframe delivered to Montréal completion centre 7 June 2000. Transport Canada and JAA RVSM approval granted 16 January 2001, followed by FAA RVSM approval on 29 January. Thales Avionics head-up flight display system (HFDS) achieved Transport Canada certification on 14 September 2001 and FAA approval on 4 October 2001. Following exploratory discussions with potential suppliers, in-house development of Bombardier Enhanced Vision System (BEVS) began in 2002 and scheduled for certification in first quarter 2005. Total of 91 aircraft in customer service by 30 September 2002, by which date in-service aircraft had accumulated 55,000 flying hours with a despatch rate of 99.18 per cent. 100th aircraft (c/n 9100/N1SA) delivered 18 December 2002 to Stanford Financial Group of Houston, Texas.

CURRENT VERSIONS: Global Express: As described.
Global Express XRS: Improved version, announced at NBAA Convention in Orlando, Florida, 6 October 2003. Design goals include increased range at high speed, improved take-off performance and new fast-refuelling technology. Additional forward fuselage tank in wing/fuselage fairing adds 674 kg (1,486 lb) of usable fuel; zero-flap take-off capability enhances hot-and-high performance with increased fuel load; software upgrades to the fuel computer, coupled with structural changes, reduce refuelling time by 15 minutes. Bombardier enhanced vision system (BEVS) is standard. Increased pressure differential maintains a 1,372 m (4,500 ft) cabin environment at FL450, and 1,737 m (5,700 ft) environment at FL510; upgraded humidification system optional. Cabin features two additional windows (forward starboard, opposite door; and rear port; adjacent to flaps), providing 40 per cent more natural light in forward vestibule area; redesigned floor plan with full galley on port side; 12-hour non-stop-flight-approved crew area with overhead storage on starboard side; 0-42 m³ (15 cu ft) of additional aft storage volume; increased overhead stowage in crew area; and LED lighting. Service entry scheduled for early 2006. Unit cost US$45.5 million, typically equipped (2003).
Sentinel R.Mk 1: Ground surveillance version for UK; prime contractor Raytheon Systems.

CUSTOMERS: More than 120 firm orders by October 2000. Announced customers include Bombardier's Flexjet fractional ownership programme, which has ordered 22 for delivery from 2000, the Royal Malaysian Air Force, which has taken delivery of one for VIP duties; Dogus Air of Turkey, which ordered one for delivery in 2001 and the Japanese Civil Aviation Bureau (JCAB), which has ordered two for flight inspection and airways calibration duties, the first of which (c/n 9034) was handed over to JCAB's prime contractor Itochu Corporation on 4 May 2001 after outfitting by Marshall Aerospace at Cambridge, UK Estimated market for 500 to 800 long-range business jets over 15 years; Bombardier anticipates capturing 50 per cent of the market, breaking even at approximately 100; target production rate 34 per year; total of 35 delivered in 2000, 21 in 2001, 17 in 2002 and six in the first three months of 2003.

COSTS: Development costs C$800 million; half carried by Bombardier, balance by risk-sharing partners. Unit cost US$43.35 million (2002).

DESIGN FEATURES: Design goal was longest possible range at highest speed from short runway with 99.5 per cent despatch reliability; wide-body fuselage, combining Challenger cabin cross-section with cabin length of Regional Jet; all-new, 'third-generation supercritical' wings with leading-edge slats and winglets.
Wing sweep 35° at quarter-chord, thickness/chord ratio 11 per cent, dihedral 2° 30', root incidence 2° 30'. Wing, high-lift devices and wing/fuselage interface and area-ruled rear fuselage/engine pylon junction contours developed with extensive use of computational fluid dynamics (CFD). Rear-mounted engines. Sweptback T tail with 38° sweep and 5° anhedral on tailplane, 45° sweep on fin.

FLYING CONTROLS: Conventional and mechanical. Fully powered primary flying controls with variable artificial feel and emergency back-up via ram air turbine following triple hydraulic failure; dual sidestick controllers; duplicated cable runs with automatic disconnect in the event of control surface jamming; dual power control units on ailerons (maximum deflections +26.5/-23° and elevators (maximum deflections +24/-19°), triple units on rudder (maximum deflection 37° left/right). Eight-section (total) leading-edge slats (maximum deflection 20°) and six-section (total) single-slotted Fowler flaps (maximum deflection 30°) are signalled by dual electronic control units and operated by dual-motor power units connected by rigid driveshafts to ball-screw actuators. Electrically signalled, hydraulically actuated multifunction spoilers (four per side, outboard, operating differentially to assist ailerons and improve roll response, and symmetrically for speed brake or lift dump functions) and ground spoilers (two per side, inboard), maximum deflection +40°. Horizontal stabiliser incidence adjustable for pitch trim (+13/-2°) via dual-channel electrically driven screw actuator; roll trim accomplished by electric trim actuator located at aileron feel simulator unit; yaw trim accomplished by electric trim actuator at summing unit in fin. Dual yaw damper stability augmentation system and stick shaker/pusher stall protection system standard.

STRUCTURE: Semi-monocoque fuselage with chemically milled C-188 A1 aluminium alloy skin riveted over alloy frames and stringers to form damage-tolerant structure; main two-spar torsion box wing structure mostly of alloy construction, with machined alloy spars and ribs and polyurethane-coated machined alloy skin panels; two-spar winglets of mixed alloy/composites construction; multispar fin is alloy; ailerons, flaps, spoilers, rudder, two-spar tailplane, elevators, wing/fuselage fairings, flap track fairings, main landing gear bay, upper and lower engine nacelle doors and cabin floor panels are of composites construction.
Bombardier's Canadair division is design authority and manufactures nose section; de Havilland manufactures rear fuselage, engine pylons and vertical stabiliser and is responsible for final assembly at Downsview; Mitsubishi supplies wings and centre fuselage; Short Brothers designed and manufactures forward fuselage, engine nacelles, horizontal stabiliser and other composites components; Bombardier is responsible for interior completions at its Montréal facility. Other participants in the programme are Honeywell Aerospace (APU), Ametek Aerospace (data acquisition unit, engine vibration monitoring system, fuel flow transmitters and engine thermocouples), Rolls-Royce Deutschland (power plant), Hella (lighting systems), Honeywell (avionics), Liebherr-Aerospace Toulouse (air management system), Lucas Aerospace (electrical systems). Messier-Dowty International (landing gear), Parker Bertea Aerospace (flight controls and fuel and hydraulic systems), Raytheon E-Systems (pitch feel systems), Thales Avionics (flight control system) and Hamilton Sundstrand (slat/flap actuation system and ram air turbine).

LANDING GEAR: Hydraulically retractable tricycle type with Messier-Dowty oleo-pneumatic shock-absorber and twin wheels on each unit; main units retract inward into wing, nosewheel forwards. Goodyear tyres, mainwheels tyre size H38x12.0-19 (20 ply) tubeless, maximum pressure 11.45 bar (166 lb/sq in); nosewheel tyres 21x7.25-10 (12 ply) tubeless (deflector-type), maximum pressure 9.93 bar (144 lb/sq in). Carbon brakes with dual Goodrich/HydroAire hydraulic digital brake-by-wire/modulated anti-skid system providing pilot-selectable, three-level autobrake capability. Steerable nosewheel, maximum steering angle ±75°; minimum ground turning radius 20.73 m (68 ft 0 in).

POWER PLANT: Two rear-mounted 65.6 kN (14,750 lb st) Rolls-Royce Deutschland BR710A2-20 turbofans, flat rated to ISA +20°C, with FADEC. International Nacelle Systems (Shorts/Hurel-Dubois joint venture) hydraulically actuated two-petal target-type thrust reversers.
Fuel contained in two integral wing tanks, each of 8,479 litres (2,240 US gallons; 1,865 Imp gallons) capacity, centre-section tank, capacity 6,117 litres (1.616 US gallons; 1,346 Imp gallons), and auxiliary tank in aft fuselage, capacity 1,234 litres (326 US gallons; 271 Imp gallons), giving total standard capacity of 24,310 litres (6,422 US gallons; 5,347 Imp gallons). Fuel from centre-section and auxiliary tanks is transferred to wing tanks from where two AC main pumps and DC back-up pump feed to engines; automatic fuel management system balances quantities in port and starboard wing tanks. Gravity and pressure refuelling; single-point pressure fuelling/defuelling coupling in starboard wing/fuselage fairing. Oil capacity 20 litres (5.3 US gallons; 4.4 Imp gallons) with oil replenishment tank, capacity 5.7 litres (1.5 US gallons; 1.2 Imp gallons) permitting remote oil servicing from the cockpit.

ACCOMMODATION: Crew of three or four (including cabin attendant) and eight to 19 passengers depending on interior fit. Customised cabin interior according to customer requirements. Typical arrangement comprises three-compartment cabin with lavatory at rear, crew rest area, galley, small lavatory and wardrobe forward, and provision for 'office in the sky', stateroom or conference area. Flight-accessible baggage compartment at rear of cabin with external plug-type door forward of port engine intake. Accommodation is heated, air conditioned and pressurised; predicted cabin noise level 52 dB. Thirteen windows on port side of cabin; standard 13 to starboard, with option of up to two extra windows, one forward, one rear (for totals of 13, 14 or 15), each 40 cm (1 ft 3¾ in) high x 27.4 cm (10¾ in) wide; one window over wing on starboard side doubles as plug-type emergency exit. Electrically operated airstair door at front of cabin on port side.

SYSTEMS: Integrated air management system by Liebherr-Aerospace Toulouse provides engine bleed, wing anti-ice, air conditioning, cabin pressurisation and avionics ventilation. Digitally controlled dual cooling pack system with ozone converters and bleed air filters provides cabin air circulation at standard rate 1.81 m³ (64 cu ft)/min/person, maximum rate 2.29 m³ (81 cu ft)/min/person with crew-selectable 100 per cent fresh air or recirculation and three air sources for cabin pressure control; maximum pressure differential 0.66 bar (9.64 lb/sq in) maintains a 1,525 m (5,000 ft) cabin altitude to 12,500 m (41,000 ft) and a 2,200 m (7,220 ft) cabin altitude to maximum operating altitude of 15,545 m (51,000 ft). Engine bleed air anti-icing for wing leading-edge fixed surfaces and slats; tail surfaces unprotected; bleed management system automatically switches between low- and high-pressure compressor air to improve engine efficiency. Oxygen system comprises four 1,417 litre (50 cu ft) oxygen cylinders pressurised to 127.6 bar (1,850 lb/sq in) for passenger and crew use.
Lucas/Leach electrical power generation and distribution system comprises two 40 kVA variable frequency generators on each engine, supplying primary 115/200 V three-phase AC electrical power at 324 to 596 Hz; alternative AC power provided by 45 kVA APU-mounted generator and emergency power by 9 kVA air-driven generator, the latter automatically deployed in the event of power loss; electrical management system automatically performs priority-based load-shedding and reconfiguration in event of failure. Four 150 A TRUs convert AC to 28 V DC; emergency DC provided by 25 Ah and 42 Ah low-maintenance Ni/Cd batteries. Provision for external AC and DC power connection. Triple logic-controlled AC power centre performs primary AC power distribution and high-power secondary distribution via solid-state switches and 'smart'-contractors; low-power AC distributed through thermal circuit breakers in the cockpit. Triple logic-controlled DC power centre provides non-interruptible primary DC power distribution, emergency bus supplies and normal DC supplies to four secondary power distribution assemblies (SPDAs) throughout the aircraft to provide remote logic-controlled power to all DC loads. Two CDUs in the cockpit allow for remote sensing/setting and resetting of circuit breakers.
Tailcone-mounted Honeywell RE220(GX) APU provides electrical power (45kVA ground; 40kVA flight), as well as bleed air and main engine starting; APU is certified for operation up to 13,715 m (45,000 ft), in flight starting up to 11,280 m (37,000 ft) and engine starting up to 9,145 m (30,000 ft).
Triple-redundant hydraulic systems at pressure of 207 bar (3,000 lb/sq in), with bootstrap reservoirs.
Walter Kidde Aerospace integrated aircraft fire detection and extinguishing system provides continuous fire detection monitoring in engine nacelles, APU compartment, main landing gear bays and cabin; dual extinguishers provide two-shot fire suppression in main engine and APU bays. Aircraft serviceability monitored by CAIMS (central aircraft information and maintenance system) with facilies including in-flight display.

AVIONICS: Honeywell Primus 2000XP as core system.
Comms: Dual VHF (third optional); dual Rockwell Collins HF; dual transponders; dual radio management systems; Coltech five-channel Selcal; Honeywell digital FDR and CVR; ELT; satcom optional, with antenna mounted in fin cap; Teledyne Magnastar Office in the Sky datalink optional.
Radar: Colour weather radar with dual controllers.
Flight: Dual flight management systems (third optional) with dual Cat. II autopilots and triple digital air data computers providing fail-safe AFCS; triple laser gyro inertial reference systems; GPS with option for second sensor; ADF; VOR/ILS; DME; TCAS II; Honeywell EGPWS with terrain database integrated into Primus 2000XP system for EFIS display.
Instrumentation: Dual EFIS comprising six 203 x 178 mm (8 x 7 in) CRT multifunction displays, for PFD and EICAS functions; dual Rockwell Collins digital radio altimeter; combined standby airspeed/altimeter, standby artificial horizon and stowable standby heading indicator. Thales HFDS with Cat. II landing capability and lighting sensor system optional. Bombardier Enhanced Vision System (BEVS) standard from first quarter 2005.
Data below apply to Global Express and Global Express XRS, except where noted.