Large-Cabin, Long-Range // 4,000 nm to 6,000 nm Range Competitors
AIRCRAFT
UNITS
BASE PRICE
REVENUE
13 12
$ 35,100,000 $ 32,400,000 $ 34,500,000 $ 44,000,000 $ 49,500,000 $ 46,000,000 $ 52,800,000
$ 456,300,000 $ 388,800,000 $ 828,000,000 $ 132,000,000 $ 1,138,500,000 $ 368,000,000
Challenger 650
$
Falcon 2000LXS
24
Gulfstream G400
3
Falcon 900LX
23
Gulfstream G500
8
Global 5500
12
$ 633,600,000 TOTAL: $3,945,200,000
Falcon 6X
*Gulfstream G400 & Falcon 6X - Estimated Deliveries 2023 and beyond
Large-Cabin, Long-Range Competitors Cross Section & Cabin Volume Comparison
Challenger 650 & Global 5500 BOMBARDIER
Falcon 2000lxs & 900lx DASSAULT
DASSAULT
GULFSTREAM
FALCON 6X
G400 / G500
7.9’
7.7’
7.6’
8.0’
Challenger 650 - 1,146 ft 3 Global 5500 - 1,884 ft 3
Falcon 2000LXS - 1,024 ft 3 Falcon 900LX - 1.267 ft 3
G400 - 1,441 ft 3 / G500 - 1,715 ft 3
Falcon 6X - 1,845 ft 3
DASSAULT
DASSAULT
GULFSTREAM
BOMBARDIER
The segment of the market represented by these seven platforms is not only hotly contested, but it’s also ripe for the right competitor to hit the niche combining the cabin comfort of the 6X and Global 5500, the speed of the Gulfstreams, and the fuel efficiency of the Falcon 2000LXS.
Cabin and connectivity notwithstanding, passengers also expect new 4,000-nm to 6,000-nm large-cabin aircraft to offer more speed. Cruising at Mach 0.80 suddenly seemed so 20th century when the Mach 0.85 G650 debuted a decade ago. Gulfstream anchored the Mach 0.85 cruise speed benchmark with the G400 and G500. New- model large-cabin buyers now expect to cruise at that speed and dash at Mach 0.90 without an excessive increase in fuel consumption. Cruising at Mach 0.90 can shave an hour or more off trans-oceanic trips. comfort, convenience, And finally, new large cabin entrants must offer at least 15 percent better fuel economy. GE, Pratt & Whitney, and Rolls-Royce continue to squeeze at least 5 to 7 percent more efficiency out of each generation of new turbofan engines. This puts pressure on airframe designers to develop
radically reduced-drag large-cabin airframes— especially as people want much larger three- or four-section cabins. Large-cabin-jet design challenges will be daunting, considering that such aircraft will also routinely cruise at up to 90 percent of the speed of sound, yet still be able to operate from hundreds of general aviation airports. There’s no point in having an airplane that saves an hour of trans- oceanic trip time if the closest suitable airport is 90 minutes from your home or office. All of this points to the need for a new generation of entry-level, large-cabin aircraft that combine the cabin comfort of the Falcon 6X and the Global 5500, the speed of the Gulfstream G400/G500, and the fuel efficiency of the Falcon 2000LXS. That’s a stratospheric stretch in capabilities, but one that could yield soaring sales in the large-cabin segment.
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