Global 6000, G550 or Falcon 7X: which one to take

Three aircraft cover the same routes: the Atlantic, Moscow to New York, Dubai to London, ten-hour legs with a full cabin. The Global 6000 median holds near $27.5 million, the Falcon 7X market average near $27 million, the G550 median near $21 million, to my information. On paper the difference is small; in operation it shows.

Here is what separates the three types and which task each one is bought for.

Three aircraft in one table

Prices are market benchmarks for August 2026, to my information. Several rows for the Falcon 7X are left empty: I have no source for them, and in a table of this kind an invented figure costs more than a blank cell.

Full specifications are on the model pages: Global 6000, G550, Falcon 7X.

Range: the G550 leads by 1,400 km

On paper the G550 carries 12,501 km, the Global 6000 11,112 km, the Falcon 7X 11,019 km.

Book range is calculated with eight passengers and NBAA reserves. A leg near the limit of the book figure is planned with a fuel stop or with reduced payload.

What this changes on routes. Moscow — New York, Moscow — Beijing, Dubai — London are within reach of all three at a sensible payload. Legs beyond ten thousand kilometres with a full cabin stay with the G550. One detail on the G550: on a long leg the choice between cruising at M 0.80 and M 0.85 is worth some 500–700 km of range, and the crew makes it on every flight.

A detailed look at each type is in the articles on Global 6000 specifications, G550 specifications and Falcon 7X specifications.

Cabin: the Global 6000 is 25 centimetres wider

Cabin height is the same on the Global 6000 and the G550 — 1.88 m. Length is nearly the same: 13.18 m against 13.11 m. Width is where they part: 2.41 m on the Global 6000 against 2.24 m on the G550.

Twenty-five centimetres of width work on every flight. They give a wider aisle between the seats and show in the dining area, where four people sit at one table. On a ten-hour leg with work going on in the cabin that counts for more than the fifteen hundred kilometres of spare range, which such a flight leaves unused.

The G550 answers with capacity: up to 19 seats against 17 on the Global 6000, and a typical layout for 14–16 people. For a delegation that decides it.

The Global 6000 baggage compartment is reachable in flight. On a ten-hour flight the difference shows: a suitcase comes out of the compartment instead of riding in the cabin.

Falcon 7X: three engines and the airfields

The Falcon 7X stands apart from the other two in layout. Three Pratt & Whitney Canada PW307A engines on an aircraft of a class where the others manage with a pair, and fully fly-by-wire controls.

What this gives in practice: certification for demanding airfields, London City among them. For a route network with short runways and city airports it changes the geography of travel.

What this adds to the bill: three engine coverages instead of two. The status of hourly-cost programmes weighs more on a three-engine aircraft than on a twin. On the Global 6000 an aircraft without an engine programme goes at a discount of $1.5–2 million, to my information; on the Falcon 7X the same line is counted across three units.

The 7X is slower: 850 km/h against the 902 and 904 km/h of its neighbours. On a ten-hour leg that is around half an hour.

How the 7X differs from its direct competitors is set out in detail in a separate article.

Liquidity: where the exit from the asset is quicker

Here the gap between the types is wider than on paper.

G550. Over 600 aircraft built across eighteen years of production, the last one delivered in June 2021. A broad market on both sides: a shortlist of candidates comes together quickly, and a buyer is always there on the way out.

Global 6000. A volume type, supply on the pre-owned market is steady, and the $14–30 million spread covers both early 2012–2014 aircraft and later ones from 2016–2018.

Falcon 7X. About 289 aircraft by the first quarter of 2020, production closed in 2023. The choice comes down to a handful of listings, the right configuration takes months of waiting, and the exit from the asset is longer.

For a benchmark on days on market for other types: the G650 sells in 112 days on average, the Challenger 300 in 165, the Global 7500 in 189, the Challenger 350 in 72, to my information. I went through how those timings work in the article on days on market.

Choosing by the task

Deals on the Bombardier Global have gone through my hands. Deal timings on the market, to my information, differ noticeably: a pre-owned aircraft closes in about two months, a new one takes around a year and a half. I make a point of talking clients out of purchases that are not justified: keeping an aircraft of this size runs 10–20 per cent of its price a year, to my information.

Regular legs beyond ten thousand kilometres, a full cabin, a delegation. The G550. The range margin and the seating get used on every flight, the market is broad on both sides, and the $21 million median is the lowest entry of the three.

Routes up to nine hours, work in the cabin, comfort as the main parameter. The Global 6000. The 2.41 m cabin width and baggage reachable in flight work on every flight, and range stays in reserve.

Demanding airfields, short runways, city airports in the network. The Falcon 7X. London City certification and three engines open routes its neighbours cannot take. Against that, count three engine coverages and a longer exit from the asset.

What to check on the specific aircraft

The type sets the corridor; the price of the deal is set by the individual aircraft. Four items decide it:

▪️ Time remaining on each engine to removal, the APU counted separately. ▪️ The status of hourly-cost programmes and the terms of transfer to a new owner. ▪️ The avionics and communications fit for the airspace you fly. ▪️ The schedule of heavy airframe checks: inspections run $1.5–2.5 million, and a check not yet done takes $0.8–1.5 million off the price, to my information.

What of this is visible in the paperwork before an inspection is in the article on aircraft documents. What a year of ownership adds up to is in the breakdown of the first year.

Conclusion

The G550 takes it on range, capacity and market depth, at the lowest median of the three. The Global 6000 takes it on cabin: 2.41 m of width and baggage reachable in flight. The Falcon 7X takes it on airfield access and three engines, and pays for that in speed and a narrow market on the way out.

Prices for each type are broken down in the articles on the cost of a Global 6000, the cost of a G550 and the cost of a Falcon 7X.

The figures in this article are benchmarks from open listings as of August 2026, to my information. The specifics are calculated on the aircraft itself.

Alexander Filimonov — business aviation: sourcing, purchase and entry into service of aircraft.

We compare the types against your actual route network and put together a short list of aircraft with verified logbooks: https://grok.flights/go/tc-zadacha