Kerry Lynch stepped into the role of editor of the&nbsp;Aviation International News&nbsp;monthly magazine in May 2022 after serving with&nbsp;AIN&nbsp;for eight years. She joined&nbsp;AIN&nbsp;in December 2014 as a senior editor covering Washington and business aviation news. She has also served on Convention News teams, including as editor of&nbsp;HAI Convention News. Lynch previously spent 25 years with Aviation Week. During her time there, she reported for and later steered&nbsp;The Weekly of Business Aviation, oversaw business aviation content on the&nbsp;Aviation Week Intelligence Network, served on the&nbsp;Show News&nbsp;staff, and held roles as the Washington columnist for&nbsp;Business &amp; Commercial Aviation&nbsp;and&nbsp;Overhaul &amp; Maintenance&nbsp;monthly magazines. In 2021 she was honored with the National Business Aviation Association Platinum Wing Award for lifetime achievement in journalism and was the 2004 recipient of the National Air Transportation Association’s Aviation Journalism Excellence Award. She also has been a recipient of an Aerospace Media Award for business aviation (2022) and NBAA Gold Wing Award (2003, 2024). Lynch graduated from The Ohio State University with a bachelor of arts in journalism.

Editor, AIN monthly magazine

Kerry Lynch

Following last spring’s surprise unveiling, Bombardier’s newest additions to the growing Global family—the 5500 and 6500—are steadily moving toward certification in the first half of 2019 and market entry in the latter part of that year.&nbsp;

 


Bombardier (Booth 1200, Stand SD45) took the wraps off the pair of new Globals last May during EBACE in Geneva, showcasing aircraft that will build on the Global 5000 and 6000 with a redefined wing, new flight deck that will be the first to incorporate combined vision, a redesigned interior that borrows elements from the flagship 7500 and introduces its own unique features, and the first of a new Rolls-Royce engine family: the 15,125-pound-thrust Pearl 15.

 


The new Globals have a top speed of Mach 0.90 and 13 percent lower fuel burn than the preceding models. At the same time, range of the Global 5500 extends to 5,700 nm (500 nm more than the 5000), and the Global 6500 to 6,600 nm (600 nm more than the 6000). The performance gains are particularly notable in conditions such as hot and high: the 5500 and 6500 can fly up to 1,300 nautical miles farther from Toluca, Mexico, than their predecessors.

 


In introducing the pair, Bombardier Business Aircraft president David Coleal said the Globals combine improved performance with the Global DNA, resulting in the “longest range, the clearest vision, the largest cabin, the sharpest entertainment, and the smoothest ride” in their class.

 


Perhaps most surprising during the May reveal is the program was already well along. The aircraft, said Bombardier Business Aircraft COO Paul Sislian, “took the market by storm. People didn’t realize we were putting this together. We are really happy with the progress.”

 


The Pearl 15 had been certified earlier in the year and the first test vehicle—a 6500—also had begun flying earlier this year. In fact, the Canadian manufacturer brought that aircraft to EBACE to provide a glimpse during the unveiling.

 


The manufacturer has since&nbsp;added a 5500 to the test program. That aircraft was used to test the refined wing, and Sislian said the necessary trials for aerodynamic validation have been completed. The 5500, meanwhile, was headed toward retirement of its participation in the flight-test program, he added. By late this month the two flight-test aircraft had completed roughly 70 percent of the anticipated program.

 


As modified Global 5000s and 6000s, the new aircraft will not need new type certificates. But they will need sign-offs on the engine, wings, and upgraded avionics. The bulk of the testing on the 6500 now is involved with engine approval, Sislian added.

 


While the Pearl 15 incorporates a new core, Rolls-Royce designed the engine to ensure it fits within the same nacelle package that is already on the Global 5000 and 6000. The advanced core improves fuel efficiency, reduces the environmental footprint and offers advanced engine-health monitoring. The engine has a 7 percent improvement in specific fuel consumption and is two decibels quieter, even further exceeding Stage 4 noise standards.

 


As for the wing, Bombardier re-profiled the trailing edge of the wing for better aerodynamics and high-speed operation. The wing, however, maintains the same leading-edge slats, flaps, and spoilers that contribute to the Globals’ “smooth ride.”

 


<h2>Flight Deck and Cabin Improvements</h2>

 


Bombardier paid equal attention to improvements on the inside of the aircraft, bringing the first true combined vision—in which enhanced vision is overlaid with synthetic vision in a single view on the head-up display—to the flight deck.

 


The HUD will involve a separate certification. Bombardier has not yet specified the timing of that, but Sislian noted that HUD certification will not be necessary to bring the aircraft to market.

 


Craig Peterson, senior director of marketing, commercial solutions for the HUD manufacturer Rockwell Collins, noted that the primary components of the combined vision system are already certified independently for the Globals and that it was a matter of “fusing software” to ensure the proper algorithms were in place to provide the proper weight to enhanced vision and synthetic vision in different environments.

 


Also, the Rockwell Collins Fusion-powered flight deck will have new features such as airport moving maps, real-time traffic, and advanced weather detection.

 


In the back of the aircraft, Bombardier is bringing its patented Nuage seat design to the Global 5500 and 6500 that was introduced on the 7500. Unique to the 5500 and 6500, however, will be the option for the Nuage chaise that can replace a credenza. The chaise can be used as a standard divan or reshape to a lounge configuration, where a person can recline and lie back. “Reaction was really positive,” to the introduction of the chaise, said Sislian, noting customers have been looking for an alternative to the standard credenza.

 


The interior also has a number of other changes, such as re-profiled side ledges and enhanced environmental systems.

 


Market entry remains on track for both models by the end of 2019 with full ramp up in 2020, Sislian said. Initial plans call for the Global 5500 and 6500 to be built on the same line as 5000s and 6000s. “Right now the four will live in harmony,” he added. But Bombardier executives have maintained that the market will determine the future of the 5000s and 6000s. Right now they are filling a need with a market tightened up for preowned aircraft, said Bombardier spokesman Mark Masluch. “With no young new aircraft right now, we are in a good place in terms of flexibly responding to our customers.“

 


The market already has appeared receptive to the newer siblings. Bombardier left EBACE with its first announced letter of intent in hand from HK Bellawings Jet that involved a mix of up to 18 Global 6500s and 7500. Since then, Bombardier has firmed up that order, with a contract in hand for four Global 6500s and two 7500s, along with options for 12 more. That contract is valued at $370 million with the possibility of growing to $1.142 billion, including the options.

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