When Bombardier announced the Global XRS follow-on derivative of the Global Express, the Canadian manufacturer promised an airplane that represented added value to the customer and a more complete package than was offered as part of its predecessor.
In an interview with AIN, Marc Bouliane, product-planning manager for the Global line, claimed the program is doing just that. He said the Global XRS continues on course for entry into service in the first quarter of 2006, noting also that projected performance is meeting or exceeding expectations.
Bouliane said the schedule calls for Transport Canada supplemental type certification by year-end, at which time the $45.5 million XRS will replace the Global Express on the production line.
On the outside, observers will see little to differentiate the XRS from the Global Express. For the most part, two more cabin windows, bringing the total to 27, will distinguish the XRS from its predecessor.
Bombardier Improves Global Family Interior
On the inside, however, the differences between the XRS and the Global Express are considerable, starting with a cabin pressurized to 4,500 feet at FL450 and 5,700 feet at FL510, a 25-percent improvement on the Global Express cabin. Bombardier is also offering a cabin humidification system from Liebherr Aerospace as an optional item.
The cabin will be configured with a center section designed as an office workspace, complete with high-speed Internet connection and a local area network system as standard. Forward, a redesign has the crew-rest area moved to the right side of the aircraft, forward of the main galley section. Additional galley facilities are on the opposite side of the cabin from the main galley. The crew-rest area will meet the new requirement for nonstop flights of up to 12 hours, two hours more than the current allowable maximum.
The cabin will offer more overhead storage in the galley area, and the aft storage area is 15 cu ft larger than the storage area in the Global Express.
Bombardier plans to do all XRS green completions in-house at the Montreal completion center originally designed to install Global Express interiors. The company is looking for suppliers to provide turn-key packages of interior systems such as potable water. For other interior components, said Bouliane, “We are the prime interior manufacturer and our build capacity is sufficient to supply the XRS.”
The XRS will come with a 7,800-pound completion allowance, significantly more than the 6,000-pound limit the company set at the program launch date.
Much of the avionics equipment that was optional on the Global Express is standard on the XRS, including a second GPS and datalink, as well as the new Bombardier enhanced vision system. The system is designed to reduce the risk of controlled flight into terrain or runway incursions at night or during low-visibility conditions, and increase overall depth perception in difficult operating conditions or at unfamiliar airports.
The XRS will also perform better than the Global Express. A software change permits zero-flaps takeoff from hot-and-high airports. For example, out of Toluca, Mexico, in ISA+5 degree F conditions, the airplane will be able to take off with 1,900 pounds more fuel than the original Global, giving the XRS another 235 nm of range.
A new belly/wing fairing tank allows the XRS to carry an additional 1,427 pounds of fuel, adding 140 or 150 nm to range at the typical cruise speed of Mach 0.85. The additional range isn’t much, admits Bouliane, but he points out, “It does make nonstop flights between many city pairs more reliable.” Bombardier is guaranteeing a range of 6,150 nm at Mach 0.85.
Unchanged from the original Global Express are the twin Rolls-Royce BR710-A2 engines, each producing 14,750 pounds of thrust at takeoff.