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BOMBARDIER Global 6000

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GL6T
Aircraft
Name Global 6000
Manufacturer BOMBARDIER
Body Narrow
Wing Fixed Wing
Position Low wing
Tail T-tail
WTC Medium
Type code L2J
Engine Jet
Engine count Multi
Position Both sides of rear fuselage
Landing gear Tricycle retractable
Mass group 4


Manufacturered as:


BOMBARDIER Global 6000

BOMBARDIER Global 6000

Description

The Global 6000 (formerly marketed as the Global Express XRS) is an improved version of the Global 5000, offering higher cruise speed, increased range, improved cabin layout and lighting. The range increase is achieved by addition of a 1,486 lb (674 kg) fuel tank at the wing root. The Global Express 6000 entered service in early 2006.

Technical Data

Wing span 28.7 m94.16 ft <br />
Length 30.3 m99.409 ft <br />
Height 7.7 m25.262 ft <br />
Powerplant 2 x Rolls-Royce Deutschland BR710A2-20 turbofans
Engine model Rolls-Royce BR710

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
Descent
(to FL100)
Descent (FL100
& below)
Approach
V2 (IAS) kts IAS kts IAS kts IAS kts MACH TAS 487 kts MACH IAS kts IAS kts Vapp (IAS) kts
Distance 1974 m ROC ft/min ROC ft/min ROC ft/min ROC ft/min MACH 0.85 ROD ft/min ROD ft/min MCS kts Distance 814 m
MTOW 4513245,132 kg <br />45.132 tonnes <br /> kg Ceiling FL510 ROD ft/min APC
WTC M Range 60006,000 nm <br />11,112,000 m <br />11,112 km <br />36,456,692.94 ft <br /> NM

Accidents & Serious Incidents involving GL6T

  • GL6T, Liverpool UK, 2019 (On 11 December 2019, a Bombardier BD700 Global 6000 making a night landing at Liverpool suffered a nose wheel steering failure shortly after touchdown. The crew were unable to prevent the aircraft departing the side of the runway into a grassed area where it stopped, undamaged, in mud. The Investigation found that the crew response was contrary to that needed for continued directional control but also that no pilot training or QRH procedure covered such a failure occurring at high speed nor was adequate guidance available on mitigating the risk of inadvertent opposite brake application during significant rudder deflection.)