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BOMBARDIERS GLOBAL EXPRESS IS CERTIFIED

Bombardier's Chief Engineer John Holding spoke of a historic day for his enterprise and the whole of the Business Aviation Industry. "The world's most advanced business jet can now be handed over to its customers. Behind this is the successful completion of one of the most extensive and demanding certification programs." Since the maiden flight of Global Express in October 1996, there have been 769 test flights and 2061 flight hours. According to Bombardier the new pane will set standards for the 21st century as far as comfort, speed and especially range is concerned.

Apart from her arch enemy, the GV manufactured by Gulfstream, the Global Express flies further than any other business jet with a range of 6,500 NM (12,038 km). At the same time the cabin comfort is second to none. The operator can decide e.g. on an office suite with adjoining conference facilities, a drawing room and a bedroom. In the front part behind the cockpit there is a restroom for the second crew, which is required for ultra long flights.

This is how the basic prerequisites for the physical wellbeing of everyone aboard are catered for. With flight times of 14 hours or more, the users of this flying executive lounge, which will mainly consist of company directors, want to reach their business destination as fresh and recovered as possible.

Mr Average will have asked himself the question whether these people really need this "management tool" to be able to do their job, or whether it is simply used as a status symbol and a luxury toy?

One thing is certain: Despite the possibility of videoconferences, personal contact is very often fundamentally important for top executives. One is an electronic aid the other forms the basis of the successful completion of a business deal. There are distinct cultural differences in how far this fact finds acceptance: In the US for example, using a firm's jet is seen as the result of successful entrepreneurial activity by shareholders and everyone else. It is also understood to guarantee future success. In Europe and especially in Germany Mr Pischetsrieder (BMW), Piech (VW) or Sommer (German Telecom) must tread with care when it comes to using their plane. They must not be seen to use their jet too often, because the public would brand them as wasteful megalomaniacs.

In the Federal Republic owning a business jet presents a PR problem. Despite this the first named gentleman has decided on purchasing a GV, the two others buying a Global Express.

Ferdinand Piech and Ron Sommer would have certainly liked their new "tool" to fly 200 NM further than the GV which has been fervently marketed by Bombardier. Still on the ILA in Berlin the marketing strategists from Montreal had announced that the Global Express covered "6,700 NM!" which is an increased range of 370 km when compared with the rival product made in Savannah, Georgia. However, as the certification details prove now the Canadian aircraft constructors were not able to keep their promise. The reason: the Global Express is overweight.

It was originally planned for the plane to have a take-off weight of 91,000 lbs (41,223 kg). At the end of 1996 Bombardier announced an increase of the MTOW (Max. Take-off Weight) to 93,500 lbs (42,356 kg). This was caused by the additional weight (400 lbs) of the two BMW-Rolls Royce engines (BR710), and had a detrimental effect on the specific fuel consumption which increased by six per cent. To compensate, it was necessary to install an additional fuel tank with a capacity of 2,200 lbs and a material weight of 300 lbs. Later on the engine manufacturers from Dahlewitz were able to reduce fuel consumption, which resulted in a greater range because of the additional fuel capacity.

In order to boost their marketing strategy and gain an advantage over the new Gulfstream, Bombadier took a risk and indicated the range of their new flagship with 6,700 NM. As it has become obvious now, this has backfired. Despite 43,350 lbs (24,560 l) of kerosene, which the Global now carries, it "only" manages its original 6,500 NM.

As the company states, there has been neither an increase of the empty weight nor a decrease in the outfitting allowance, which already is lower than that of the GV. However, the data, which are currently available, do not seem to be finalised, because Bombardier points out that there might be possible changes in the certification papers. Might this be an indication for a further increase in the take-off mass?

One need not worry about this in Montreal at the moment. Although fuel efficiency has decreased, the aircraft still covers the same distance as the GV. The average travel speed to fly the max. range will probably be slightly lower than Mach 0.8, because the plane is 3,000 lbs heavier and will need more fuel. At 0.85 the GEX manages 6,100 NM (11,297 km), less than was initially predicted. At a top speed of Mach 0.88 the range will even out at around 4,500 NM to just below 5,000 NM (8,334 to 9,260 km). This is still enough to let the aircraft fly transatlantic routes without any trouble and at a high speed to set itself apart from rival aircraft like the Falcon 900EX, which is manufactured by Dassault in France. However, it has to be mentioned that the running costs are higher than the Falcon's, but distinctly lower than Boeing's or Airbus's airliner business jets, which are trying to enter the market.

According to a study by Conklin & De Dekker a Boeing BBJ operator must estimate hourly running costs during long distance flights at an average speed of Mach 0.82 at $2,400. The owner of a Global Express pays only $1,382 per hour for the same mission.

If the GEX is used on average 500 flight hours per annum, there would be a saving of $509,500 (900,000 DM). If you add these numbers up over a time span of ten years, the GEX owner will save $5.1 million. If insurance is also taken into account, $7.9 million are saved - no peanuts even for a top manager.

This will explain why there are 80 definite orders for the Global Express, which means more than three times as many than there are for the business liners from Seattle and Toulouse. The purchase price is also not unimportant. The fully equipped GEX can be bought for $35 million, the respective Boeing and Airbus products cost between $42 to $45 million. Even if the marketing experts of the world's two leading aircraft manufacturers like to play down this fact: seven to ten million US dollars are a strong argument.

When compared with the GEX's direct opponent from Savannah, the Canadian aircraft constructors will have to come up with a good ploy. Although the GV is also priced at $35 million, it leads in the orders stakes. 100 orders have been placed. Until the handing over of the first Global Express in January 1999, the super long range aircraft has to go through a few final tests. There will be a string of test flights into known icing, and there are also the obligatory functions and reliability checks during representative missions. During this time the Bombardiers technical experts should succeed in relieving the Global Express of a few surplus pounds. Once this has been done, the magical number of 67,000 NM might still be achieved. It certainly would nor harm sales.

From page 28 of FLUG REVUE 10/98