Bombardier Global 6000/6500: how 261 jets are really flown
The busiest 5% made more than 17 flights a month and the quietest 5% fewer than 3: over five times as many, on the same type.
At the harder end, one Global 6000/6500 in twenty sees a freeze and a thaw on 29% or more of its nights. At the easier end, most see almost none.
The hardest-worked 5% log ≈542 h a year or more; the easiest-used, ≈74 h or less. The middle aircraft sits at ≈187 h.
The harder end, one aircraft in twenty, is at 2,454 ft or more; the easier end at 404 ft or less.
Fatigue
What each landing and pressurization cycle costs the structure: landings per hour and short hops.
The middle Global 6000/6500 flies 2.5 hours for every landing. One in twenty lands every 1.5 hours or sooner, the most cycles for its time.
Middle half 2.0–2.9 : 1Harder end: 5% at 1.5 : 1 or lessEasier end: 5% at 3.8 : 1 or more
Middle half 24–41%Harder end: 5% at 56% or moreEasier end: 5% at 13% or less
Middle half 461–876 nmLowest 5%: 252 nm or lessHighest 5%: 1,257 nm or more
Context, not graded: the tint marks the harder and easier end of the fleet.
Spread of trip lengths
All 261 Global 6000/6500sThe data behind it
Every measure for the 261 North America Global 6000/6500s, 1 Aug 2025 – 31 Jul 2026.| Measure | Fleet median | Middle half |
|---|---|---|
| Hours per landing Each aircraft’s average flight hours per landing | 2.5 : 1 | 2.0–2.9 : 1 |
| Short hops Share of legs under 300 nm | 31% | 24–41% |
| Leg length Median leg | 658 nm | 461–876 nm |
Corrosion
What the air around it does overnight: salt, damp and freeze–thaw.
The middle Global 6000/6500 spends 3% of its nights within 2 km of the coast. One in twenty spends 36% or more of them there.
Middle half 1–10%Harder end: 5% at 36% or moreEasier end: 5% at 0%
Middle half 6.4–8.8 hHarder end: 5% at 11.7 h or moreEasier end: 5% at 4.3 h or less
Middle half 3–14%Harder end: 5% at 29% or moreEasier end: 5% at 0%
Context, not graded: the tint marks the harder and easier end of the fleet.
Salt air across the fleet
216 Global 6000/6500sThe data behind it
Every measure for the 216 of the 261 North America Global 6000/6500s with enough nights at known fields, 1 Aug 2025 – 31 Jul 2026 (4 on their record since 1 Jan 2025: too few in the 12 months).| Measure | Fleet median | Middle half |
|---|---|---|
| Salt air Nights within 2 km of the coast | 3% | 1–10% |
| Near the coast Nights within 10 km of the coast | 27% | 10–59% |
| Damp air Hours a day at 80% humidity or more, above freezing | 7.7 h | 6.4–8.8 h |
| Freeze–thaw Nights that froze and thawed within the day | 7% | 3–14% |
| Moisture in the air Average absolute humidity overnight | 9.2 g/m³ | 8.2–10.4 g/m³ |
Engines and brakes
What departures ask of engines, brakes and tires: heat and height, and runway length.
The middle Global 6000/6500 takes off at 5,000 ft density altitude or more on 3% of its departures. One in twenty does on 22% or more. Short-runway departures aren't compared yet: we don't have a sourced takeoff distance for the Global 6000/6500.
Middle half 1–6%Harder end: 5% at 22% or moreEasier end: 5% at 0%
Middle half 849–1,513 ftHarder end: 5% at 2,454 ft or moreEasier end: 5% at 404 ft or less
Context, not graded: the tint marks the harder and easier end of the fleet.
The data behind it
Every measure for the 260 of the 261 North America Global 6000/6500s with enough departures we could assess, 1 Aug 2025 – 31 Jul 2026 (3 on their record since 1 Jan 2025: too few in the 12 months).| Measure | Fleet median | Middle half |
|---|---|---|
| Hot, high takeoffs Departures at 5,000 ft density altitude or more | 3% | 1–6% |
| Density altitude Typical density altitude at takeoff | 1,152 ft | 849–1,513 ft |
Utilization
How steadily the fleet is used: flights, flying days and estimated hours.
The middle Global 6000/6500 made 6 flights a month. The busiest 5% made 17 or more, the quietest 3 or fewer.
Middle half 4.4–10.0Harder end: 5% at 17.4 or moreEasier end: 5% at 3.0 or less
Middle half 3.5–6.9Harder end: 5% at 10.8 or moreEasier end: 5% at 2.3 or less
Middle half 134–282 hHarder end: 5% at ≈542 h or moreEasier end: 5% at ≈74 h or less
Context, not graded: the tint marks the harder and easier end of the fleet.
Month by month
12 monthsMedian flights per aircraft that flew that month · darker bar is the busiest month, May 2026
The data behind it
Every measure for the 261 North America Global 6000/6500s, every active aircraft (no 40% tracking floor here: on this type it would change which aircraft are compared, not just drop undercounted ones), 1 Aug 2025 – 31 Jul 2026.| Measure | Fleet median | Middle half |
|---|---|---|
| Flights a month In the months it flew | 6.3 | 4.4–10.0 |
| Days flown a month Days with at least one flight | 4.8 | 3.5–6.9 |
| Estimated hours a year From time in the air | ≈187 h | 134–282 h |
Buying, selling or financing a Global 6000/6500?
See where your Global 6000/6500 sits in the fleet.
Enter a tail number to place it against these 261 aircraft. TailCheck grades it on Fatigue, Corrosion, Engines and brakes, and Utilization, with every percentile shown.
Where Global 6000/6500s are based and fly
Teterboro is home to more Global 6000/6500s than any other field, 21 of the 191 with a home base.
Teterboro–Van Nuys is the busiest route: 190 flights by 47 different aircraft.
Where Global 6000/6500s are based
| Field | Share | Aircraft |
|---|---|---|
| Teterboro | 21 | |
| Van Nuys | 12 | |
| Toronto Pearson | 8 | |
| Westchester | 8 | |
| Washington Dulles | 7 | |
| Lawrence G. Hanscom | 5 |
Busiest Global 6000/6500 routes
| Between | Flights |
|---|---|
| Teterboro ⇄ Van Nuys | 190 flights |
| Washington Dulles ⇄ Teterboro | 154 |
| McCarran ⇄ Van Nuys | 121 |
| Norman Y. Mineta San Jose ⇄ Van Nuys | 116 |
| Palm Beach ⇄ Teterboro | 114 |
| Moffett Federal ⇄ Van Nuys | 95 |
Longest Global 6000/6500 flights
| Between | Distance · time |
|---|---|
| Kansai → Washington Dulles | 6,042 nm · 13 h 16 min |
| Teterboro → Abu Dhabi Bateen | 5,951 nm · 12 h 19 min |
| Kansai → Pittsburgh | 5,899 nm · 13 h 49 min |
| Malta → Long Beach | 5,852 nm · 12 h 55 min |
| Oakland → Catania-Fontanarossa | 5,710 nm · 12 h 14 min |
Busiest Global 6000/6500s this year
The busiest Global 6000/6500 made 24 flights a month, four times the middle aircraft.
Even the tenth on this list made 18.
Ranked by flights a month · updated monthly
| # | Tail | Flights a month | Estimated hours a year | Record |
|---|---|---|---|---|
| 1 | C-GJKL | 24 | 302 h | Check this tail → |
| 2 | N70PS | 23 | 865 h | Check this tail → |
| 3 | N151QS | 21 | 655 h | Check this tail → |
| 4 | N141QS | 21 | 552 h | Check this tail → |
| 5 | N166QS | 20 | 568 h | Check this tail → |
| 6 | N145QS | 19 | 555 h | Check this tail → |
| 7 | N146QS | 19 | 557 h | Check this tail → |
| 8 | N143QS | 18 | 545 h | Check this tail → |
| 9 | N154QS | 18 | 544 h | Check this tail → |
| 10 | N168QS | 18 | 545 h | Check this tail → |
Global 6000/6500 vs other aircraft of its size
Medians for each North America fleet, same window and method.
It ranks 3rd of 5 types in its size group on flights a month.
| Type | Tracked | Flights a month | Hours a year | Median leg | Hours per landing | Short hops |
|---|---|---|---|---|---|---|
| Bombardier Global 6000/6500 | 261 | 6.3 | 187 h | 658 nm | 2.5 : 1 | 31% |
| Gulfstream GV/G550 | 445 | 6.3 | 168 h | 647 nm | 2.2 : 1 | 30% |
| Gulfstream G650/G650ER | 314 | 6.7 | 199 h | 654 nm | 2.5 : 1 | 30% |
| Dassault Falcon 7X | 126 | 7.3 | 173 h | 614 nm | 2.1 : 1 | 28% |
| Gulfstream G600 | 137 | 6.3 | 171 h | 635 nm | 2.3 : 1 | 31% |
Global 6000/6500 vs Global 5000/5500 →Global 6000/6500 vs Falcon 7X →Global 6000/6500 vs G600 →Global 6000/6500 vs G650 →Global 6000/6500 vs GV →
Global 6000 vs Global 6500: on paper
One page covers both models: the tracking data doesn’t tell them apart.
On paper they differ in range. Certified figures come from the type certificate data sheet; the rest are the manufacturer’s.
| Measure | Global 6000 | Global 6500 | Source |
|---|---|---|---|
| Maximum takeoff weight (certified) | 99,500 lb | 99,500 lb | UK CAA TCDS UK.TC.A.00037 Issue 7, p.8 |
| Maximum ramp weight (certified) | 99,750 lb | 99,750 lb | EASA TCDS EASA.IM.A.009 Issue 14, p.9 |
| Fuel capacity (certified) | 43,390–45,050 lb | 43,390–45,050 lb | EASA TCDS EASA.IM.A.009 Issue 14, p.9 — 43,390 lb (basic) · 43,538 lb (with SB 700-28-029 (Modsum 700T01614)) · 45,050 lb (with SB 700-28-040 (Modsum 700T804402)) |
| Range (manufacturer) | ≈ 6,000 nm | ≈ 6,600 nm | Global 6000: Manufacturer (archived spec page, 21 Jan 2021); Global 6500: Manufacturer (spec page, Web page, retrieved 12 Oct 2026) |
| Takeoff distance (manufacturer) | 6,476 ft | 6,145 ft | Global 6000: Manufacturer (archived spec page, 21 Jan 2021); Global 6500: Manufacturer (spec page, Web page, retrieved 12 Oct 2026) |
| Passengers | Up to 19 certified | Up to 19 certified | EASA TCDS EASA.IM.A.009 Issue 14, p.17 |
| Fuel capacity, US gallons (approx.) | ≈ 6,480–6,720 US gal | ≈ 6,480–6,720 US gal | From the certified pounds at 6.7 lb per US gallon of Jet A; actual density varies with temperature |
| High-speed cruise (manufacturer) | Mach 0.88 | Mach 0.88 | Global 6000: Manufacturer (archived spec page, 21 Jan 2021); Global 6500: Manufacturer (spec page, Web page, retrieved 12 Oct 2026) |
| Length (manufacturer) | 99 ft 5 in | 99 ft 5 in | Manufacturer (spec page, Web page, retrieved 12 Oct 2026) |
| Wingspan (manufacturer) | 94 ft | 94 ft | Manufacturer (spec page, Web page, retrieved 12 Oct 2026) |
| Height (manufacturer) | 25 ft 6 in | 25 ft 6 in | Manufacturer (spec page, Web page, retrieved 12 Oct 2026) |
Chartering a Global 6000/6500
102 of the 261 North America Global 6000/6500s we track are on our charter list (39%).
Charter aircraft flew a median 248 estimated hours a year on 8 flights a month; the rest flew 165 hours on 6.
Where charter Global 6000/6500s are based
| Field | Share | Aircraft |
|---|---|---|
| Teterboro | 9 | |
| Van Nuys | 6 | |
| Montreal-Pierre Elliott Trudeau | 4 | |
| Toronto Pearson | 3 | |
| Lawrence G. Hanscom | 3 | |
| Miami-Opa Locka | 2 |
Charter status is our own list, built from FAA records and public listings of charter aircraft. No charter rates: prices depend on the operator and the trip. Check a specific aircraft’s record with its tail number before you book.
Global 6000/6500 questions
How many hours a year does a Global 6000/6500 fly?
The median North America Global 6000/6500 flies about 187 estimated hours a year; the middle half sits between 134 and 282. About 1 in 20 flies more than 542.
How often does a Global 6000/6500 fly?
6 flights a month on 5 flying days at the median. About 1 in 20 makes more than 17 flights a month.
How long is a typical Global 6000/6500 flight?
The median leg is 658 nm. About 1 in 20 aircraft average more than 1,257 nm a leg.
Is a high-hours Global 6000/6500 a bad buy?
Not by itself. High hours on long legs are gentler on the structure than the same hours on short hops. Look at hours per landing and short-hop share alongside hours.
Can a Global 6000/6500 fly across the Atlantic?
Yes. The manufacturer quotes 6,000 nm (6,600 nm for the Global 6500). In our tracking window, 239 of the 261 North America aircraft flew 2,004 nonstop crossings between the Americas and Europe or Africa. The busiest were Teterboro–Paris-Le Bourget (64 flights), Luton–Teterboro (59 flights), Teterboro–Nice Cote d'Azur (36 flights).
Where are most Global 6000/6500 aircraft based?
In North America, Teterboro is home to the most, followed by Van Nuys and Toronto Pearson. A base is the field an aircraft touches on most of its flying days, month after month.
Cite this data
The Aircraft Ledger. “Bombardier Global 6000/6500 fleet statistics.” Data to 31 July 2026. theaircraftledger.com/aircraft/bombardier/global-6000-6500
Method: Bombardier Global 6000/6500 aircraft with most departures in North America and at least 20 tracked flights in the latest twelve full months. Flight measures, bases, routes and rankings use ADS-B tracking 1 Aug 2025 – 31 Jul 2026; corrosion and engines-and-brakes exposure use the same twelve months, or an aircraft’s record since 1 Jan 2025 when it had too few nights or departures in them. Estimated hours from time in the air. Tracking misses some flights, so counts and hours are minimums. ADS-B coverage grew over the window, so we don’t compare one year with the last. Tracking can’t tell one variant from another; the variant split, the busiest table’s variants and the age table use the FAA registry, so they cover US-registered aircraft only. We assume the longest runway at each field, so short-runway figures are conservative. Corrosion measures cover the aircraft we can place on enough nights. Charter status is our own list, built from FAA records and public listings of charter aircraft. About our data