Review of the Ultra-Long-Range Business Jet Market

The current player in the Ultra-Long-Range business jet segment is the Bombardier’s Global 7500. Future market entrants include Bombardier’s Global 8000, Dassault’s Falcon 10X and Gulfstream’s G700 and G800.

Once all the in-development jets in the Ultra-Long-Range segment are certified, they will share common characteristics of offering 7,500nm-plus non-stop range. Supporting passengers who could be in transit for upward of 14 hours, they will each offer cabins with multiple zones, including dining areas, conference areas, sleeping and relaxation quarters, and in various cases, onboard showers.

The technology they offer is designed to facilitate optimal productivity or rest ensuring passengers arrive at their destinations fresh.

The Existing Ultra-Long-Range Jet Player

Currently, one model is in production, though it should be followed by four more in the coming months and years.

The Bombardier Global 7500, originally named as the Global 7000, made its maiden flight in 2016 and was certified in 2018. Based on the Global 6000 with a new transonic wing, the Global 7500 has a range of 7,700nm, and according to Aircraft Bluebook (Winter 2023 data) retails at $72m for a 2023 model.

Offering four cabin zones, since its market introduction, Bombardier was averaging 37 Global 7500 deliveries between 2020 and 2022, per GAMA’s shipment reports. Analysis of the CAGR for Bombardier relating to Global 7500 production reveals a phenomenal 107% between 2018 and 2022.

Table A - Ultra-Long-Range Business Jet Performance Data

Source: OEMs and AMSTAT

Upcoming Ultra-Long-Range Jet Players

Due to be introduced to the market in 2025, Bombardier’s Global 8000 will offer the same cabin dimensions as the Global 7500 with a range increase. Ultimately, the Global 8000 will be capable of flying 8,000nm non-stop.

Meanwhile, at the time of writing, the Gulfstream G700’s entry into service was imminent. Launched in 2019 with an initial promise of 7,500nm, certification flight tests have demonstrated ranges of 7,750nm are possible with the G700. It is powered by Rolls-Royce Pearl 700 engines, and the cabin offers a 10ft stretch compared to the G650. According to Aircraft Bluebook’s Winter 2023 data, the price is $80m.

Further down the pipeline at Gulfstream is the longer-range Gulfstream G800 which will have the G700’s wing and Pearl 700 engines but offer 8,000nm non-stop range. This is achieved at the cost of it having 18% less cabin volume than the G700. Certification for the G800 is anticipated in the next year.

Showing no intention of being left behind in the stretch for ultra-long-range, Dassault is developing a new flagship, the Dassault Falcon 10X. Launched in 2021, the Falcon 10X is scheduled for market entry in 2025. Rolls-Royce Pearl engines will power the jet to a range of 7,500nm, while a phenomenal, best-in-class 3,000ft cabin altitude will optimize passenger comfort in flight. The Falcon 10X will also offer the largest baggage compartment in its class.

Variable Cost per Revenue Seat Mile vs. Range

Comparing the field of Ultra-Long-Range jets, Chart A shows that the Gulfstream G800 should offer the lowest variable cost (US$) per hour per revenue seat mile among its peers, followed closely by Bombardier’s Global 8000. As data and performance are still being reviewed during certification flight tests, these numbers are estimates.

There are of course other factors for Ultra-Long-Range jet buyers to consider, including residual value (unproven in all but the Global 7500’s case), service support network, and brand preference for those seeking a jet with longer range.

Chart A - Ultra Long Range Jet Cost Per Seat Mile

Source: Consultant Analysis & AMSTAT. Note: Insufficient data for Falcon 10X

Ultra-Long-Range Jet Productivity Index

Chart B represents a productivity index for the Ultra-Long-Range jets in our analysis. The productivity index multiplies aircraft range (with NBAA reserves, and in a high-density seating configuration), cabin volume, and long-range cruise speed, dividing the result by 1,000,000,000.

Chart B - Ultra Long Range Business Jet Productivity Index

Source: AMSTAT, Consultant Analysis

As shown, the Gulfstream G700 and Global 8000 offer the highest productivity index score among their peers followed by the Bombardier Global 7500 and Dassault Falcon 10X. The G800 is penalized within this index due to its lower cabin volume when compared to its peers.

In the case of a potential customer budgeting $75m dollars for a jet capable of flying 7,500nm and seeking the highest cabin volume, the Global 7,500 and Falcon 10X both rank well, per our index.

As mentioned, buying decisions could also come down to the technologies available on a particular make/model, brand loyalty, or even the length of time it would take to receive an order placed with the OEM.

To Summarize…

All three OEMs fare well based on the metrics we’ve discussed above, and once all the in-development jets receive certification and enter the market, the Ultra-Long-Range jet arena promises to be a fascinating, hotly contested space. So what could be next from the OEMs?

I would speculate on Dassault taking the opportunity to launch a shorter version of its Falcon 10X – perhaps a Falcon 9X – to target prospects in the slightly shorter-range 6,600nm to 7,400nm segment. Perhaps a range enhancement for its 10X lays ahead to nudge it into the 7,900nm bracket and compete with the Global 8000 and G800, too.

Looking ahead, having already hit the 8,000nm range target, the Ultra-Long-Range jet OEM who leaps ahead of the competition in this field may not be the first who produces a 10,000nm range jet, but instead one who finds a way to achieve even greater speed (although this is proving easier said than done!).

We could indeed be talking about a supersonic business jet, which fractional operators have always expressed great interest in. The prospect of shaving a couple of hours off those globetrotting flights would surely be a great draw for all to whom these Ultra-Long-Range jets appeal!

Find more articles in this series:

• Review of the Large Jet Market
• Review of the Super Mid-Size Jet Market
• Review of the Mid-Size Jet Market