How much a Bombardier Global 6000 costs: 2026 prices
The Global 6000 was built from 2012 to 2018, and demand moved to the pre-owned market long ago. The spread of prices within a single designation reaches a factor of two and a half: a 2013 aircraft and a 2018 one with active maintenance programmes are fundamentally different money.
The price corridor
| Parameter | Value |
|---|---|
| Early aircraft 2012–2014 | approximately $14–19 million |
| Late aircraft 2016–2018 | approximately $23–30 million |
| Median for the type | around $27.5 million |
| Class | heavy, ultra-long-range |
| Passengers | up to 17 |
| Range | 11 112 km |
| Speed | 902 km/h |
| Confidence in the data | medium: transactions on the type are plentiful, the spread by condition is high |
The prices are market reference points from the open marketplaces as at August 2026, to my information. The value of a particular aircraft is calculated from its documents, its hours and its specification.
Full specifications are on the model page.
What makes up a fifteen-million spread
Year of build. Between a 2012 aircraft and a 2018 one lie six years of calendar life and different positions relative to the heavy checks. Early aircraft have either passed or are approaching work measured in millions.
Life remaining on the engines. The Rolls-Royce BR710 is the most expensive unit on board. The difference between an aircraft with a fresh engine and one facing removal reaches a third of the price of the aircraft itself.
Programme status. Active coverage on the engines and the APU transfers to the new owner and counts as an asset in the price of the deal. Missed payments end participation, and reinstatement costs more than continuous coverage would have.
Avionics. The Bombardier Vision flight deck is on every aircraft of the type, but communications fits, surveillance systems and equipment for the requirements of particular airspace differ. Bringing it up to the level you need is a separate budget with several weeks of downtime attached.
The cabin. A refurbishment on a heavy aircraft is a sum in the region of the price of a good light jet. An aircraft with a fresh cabin and one with a 2013 interior diverge in price by that amount.
The documents. Gaps in the logbooks, outstanding service bulletins, components without confirmed provenance, a history of aviation occurrences. Every item converts into money and comes off the price.
The Global 6000 against its neighbours in the class
| Type | Range | Price reference |
|---|---|---|
| Bombardier Global 6000 | 11 112 km | median $27.5 million |
| Bombardier Global 6500 | 12 223 km | 30–40% more |
| Gulfstream G550 | 12 501 km | comparable money |
| Gulfstream G650 | 12 964 km | noticeably higher |
| Dassault Falcon 7X | 11 019 km | comparable, lower pre-owned |
The Global 6000 and the G550 are direct competitors on the pre-owned market, with the same engine family and close budgets. The G550 wins on range, the Global 6000 on cabin width and length.
What upkeep covers
The figures depend on annual hours, the region of basing, the maintenance arrangement and the make-up of the crew. A market average misleads here: decisions get taken on it that diverge from the facts by tens of per cent.
Fixed costs run regardless of hours. Crew — two pilots and a cabin attendant, which on the heavy class is a full payroll. Hangarage, insurance, calendar checks, continuing airworthiness management, aircraft management.
Variable costs are counted from hours. Fuel, about two tonnes an hour in cruise. Line maintenance, contributions to the engine and APU programmes, ground handling at the arrival airports.
Annual hours decide more than anything. At a hundred hours a year the fixed part lands on each hour as a hundredth; at four hundred, as a four-hundredth. One aircraft, and the hourly cost differs by a factor of four.
A line item specific to the heavy class is airport charges. Rates are calculated from maximum take-off weight. On the Global 6000 that is 45 tonnes, and at expensive European hubs the difference against a midsize aircraft accumulates into a noticeable sum over a year.
When the type makes sense in money terms
The Global 6000 pays for itself on regular intercontinental legs with a group on board. Annual hours from 300, routes of 8–11 hours, rest overnight en route.
At up to a hundred hours a year and legs within four hours, an aircraft of this class carries air: the fixed part of the cost stays where it is and the capability of the airframe goes unused.
The order of work
- Set your budget inside the $14–30 million band: the difference here is year of build, engine life and the state of the documents.
- Compare the Global 6000 with the G550 and the Falcon 7X against your actual route network rather than against book range.
- Calculate actual annual hours from the documents of past years.
- Establish the status of the engine and APU programmes on each candidate.
- Ask for the logbooks before any conversation about price.
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