Global 6000 Charter from Chicago
A Global 6000 charter is the sensible middle of the ultra long range market. It carries 6,000 nm, which covers every European capital and Tokyo non-stop from Chicago, in a 98-inch cabin exactly as wide as a Gulfstream G650ER — for roughly $2,000 an hour less at the floor.
Bombardier delivered the type from 2012 and it is now the most common ultra long range airframe on the North American charter market. The typical market range is $14,500–$18,500 per flight hour, and 13 passengers fit across three zones including a dedicated stateroom.
Why the Global 6000 charter case is usually the strongest
Look at what the extra money above a Global buys and what it does not. Against a G650ER you lose 1,500 nm of range and 28 knots of cruise. You keep the same 98-inch floor width, the same 195 cu ft of baggage and the same 51,000 ft ceiling. For any trip inside 6,000 nm — which is most trips anyone actually books — that is a lot of capability retained for a materially lower rate.
The fleet depth matters too. There are more Globals available for charter in North America than G650ERs, so on short notice the Global is more likely to be positioned somewhere sensible rather than flying four hours empty to reach you. Repositioning is a real cost line and fleet depth is how you avoid it.
Where the Global gives ground is at the extreme end: Dubai and Hong Kong non-stop from Chicago sit right at or just past its practical range with a real payload. If those are your city pairs, read the G650ER page instead. If they are not, the Global is very hard to argue with.
Bombardier Global 6000 specifications
The 6000 is the post-2012 development of the Global Express XRS, with the Bombardier Vision flight deck and revised cabin systems. Charter fleets often list 6000 and Global Express XRS airframes side by side; the XRS carries slightly less range, so confirm the variant if the trip depends on the last few hundred miles.
| Specification | Figure |
|---|---|
| Manufacturer | Bombardier |
| Class | Long Range Jet Charter |
| Typical passengers | 13 — 12–14 in three zones with a dedicated stateroom |
| Range, 4 passengers, IFR reserves | 6,000 nm |
| Normal cruise speed | 488 kts (Mach 0.85) |
| Certified ceiling | 51,000 ft |
| Cabin height | 74 in — stand-up cabin |
| Cabin width | 98 in |
| Cabin length | 43.3 ft |
| Baggage volume | 195 cu ft |
| Lavatory | Enclosed, externally serviced |
| Cabin connectivity | Ka-band on most charter airframes |
| First delivery of this variant | 2012 |
| Typical market hourly rate | $14,500–$18,500 per flight hour |
Cabin zones, stateroom and crew rest
Three zones and a flat floor
The standard charter fit is a forward galley and crew area, a four-place club, a mid conference group with a four-place table opposite a divan, and an aft stateroom with a berthable divan and the enclosed, externally serviced lavatory behind it. Cabin length is 43.3 ft, height is 74 inches and the floor is genuinely flat end to end — no dropped aisle, no step into the aft cabin.
The flat floor is the detail that separates a Global from a Gulfstream in the cabin. It makes moving around during a long night flight easy in a way a dropped-aisle cabin does not, and it makes the 98-inch width usable right out to the seat rails.
The stateroom and the sleeping plan
12–14 in three zones with a dedicated stateroom. The aft stateroom divan berths into a full-length bed behind a solid divider on most airframes, and the mid-cabin divan and berthed club seats add three or four more sleeping positions. Four to six people sleep well; more than that and someone is in a berthed seat rather than a bed.
Some charter Globals carry a shower-equipped lavatory. It is not standard and not common, so if arriving from a twelve-hour sector straight into a meeting matters, ask the desk to filter for it rather than assuming.
Crew rest on an augmented sector
Most charter Global 6000s have a forward crew rest area with a seat that converts for rest, and a good number carry a proper bunk. That is what allows a legally augmented twelve-hour sector without taking a passenger seat. Cabin crew rest in the same forward area. Confirm the fit on the trip sheet if you are booking a non-stop that needs three or four pilots.
Hourly rate and multi-day trip costs
Typical market range is $14,500–$18,500 per flight hour, which sits below the G650ER and above the Falcon 8X at the top of the band. On multi-day international itineraries the operator's daily minimum hours and crew expenses can add as much as the flying itself, so ask for the full build-up. The hourly rates page and the cost guide explain the components.
| Trip | Approximate flight hours | Typical market range |
|---|---|---|
| Chicago to London, one way non-stop | 7.0 | $101,500–$129,500 |
| Chicago to Paris, one way non-stop | 7.4 | $107,500–$137,000 |
| Chicago to Honolulu, one way non-stop | 8.1 | $117,500–$150,000 |
| Chicago to Tokyo, one way non-stop | 13.0 | $188,500–$240,500 |
Chicago non-stops and where the Global stops short
London at roughly 3,430 nm and Paris at roughly 3,720 nm are straightforward non-stops in both directions with plenty of reserve, including in winter westbound. Chicago to Honolulu at around 3,600 nm is a non-stop either way with a full cabin. Those are the trips the Global does without anyone thinking about fuel.
Chicago to Tokyo at roughly 5,450 nm is the interesting one. The 6,000 nm book range covers it, and the Global flies that sector non-stop westbound on most days. In a deep winter pattern with a strong Pacific jet on the nose and a full cabin, the flight plan can still come back short and the operator will add a technical stop at Anchorage. Ask for the planned routing rather than the marketing range when you book that trip.
Chicago to Dubai at roughly 6,300 nm and Chicago to Hong Kong at roughly 6,550 nm are past the point where the Global is reliable with a real payload. Plan a stop, or move up.
| Leg | Approximate distance | Non-stop? |
|---|---|---|
| Chicago to London | 3,430 nm | Yes, both directions with reserve |
| Chicago to Paris | 3,720 nm | Yes, both directions |
| Chicago to Honolulu | 3,600 nm | Yes, both directions |
| Chicago to Tokyo | 5,450 nm | Yes on most days; strong winter headwinds can force an Anchorage stop |
| Chicago to Dubai | 6,300 nm | No with a real payload — plan a technical stop |
Global 6000 versus the G650ER and the Falcon 8X
Against the Gulfstream G650ER, the Global trades 1,500 nm of range and 28 knots for roughly $2,000 an hour at the floor and, usefully, for Teterboro access. The Gulfstream has a taller cabin by 3 inches and a lower cabin altitude. On Europe and Tokyo the two do the same job; past that only the Gulfstream is reliable.
Against the Falcon 8X, the Global is 6 inches wider and carries 55 cu ft more baggage; the Falcon carries 450 nm more range on three engines, needs less runway, and sits about $1,000 lower at the floor. If your cabin is full and your baggage is bulky, take the Global. If your runways are short and your legs are long, take the Falcon.
For recurring travel the corporate jet charter desk can hold specific Global tails on a rolling basis, which removes the repositioning premium that otherwise appears on short-notice ultra long range trips. Send dates and passenger numbers to the quote desk and ask for all three priced side by side.
| Figure | Bombardier Global 6000 | Gulfstream G650ER | Dassault Falcon 8X |
|---|---|---|---|
| Range | 6,000 nm | 7,500 nm | 6,450 nm |
| Cruise | 488 kts | 516 kts | 488 kts |
| Cabin width | 98 in | 98 in | 92 in |
| Cabin length | 43.3 ft | 46.8 ft | 42.7 ft |
| Baggage | 195 cu ft | 195 cu ft | 140 cu ft |
| Hourly range | $14,500–$18,500 | $16,500–$22,000 | $13,500–$17,500 |
Frequently asked questions
What international handling is arranged for a Global 6000 trip?
The operator appoints trip support, which files landing and overflight permits, arranges slots and parking at constrained airports, appoints a ground handler and books fuel at each stop. Europe usually needs 48 to 72 hours; Asia, the Middle East and Africa often need five to ten working days for overflight permits. All of it is quoted as pass-through cost separate from the aircraft's hourly rate, and the desk will show it as a line on the quote.
Where do we clear customs coming back into the Chicago area?
At a CBP port of entry. O'Hare and Midway have full-time customs and runways that suit a Global at landing weight. DuPage and Chicago Executive run user-fee customs by arrangement with limited hours, which can work for a scheduled mid-morning arrival but rarely for one determined by a thirteen-hour sector. eAPIS manifests are filed by the operator outbound and inbound, so passport details need to be in early.
How many pilots does a non-stop Chicago to Tokyo sector need?
Three, sometimes four. FAA Part 135 limits an unaugmented two-pilot crew to 10 hours of flight time within 24 consecutive hours, and a twelve to thirteen hour sector is well past that, so the operator augments the crew and uses the forward crew rest. That also means the aircraft is not available for an immediate turn — plan a legal rest period at the destination before the return leg.
What is cabin connectivity like on a Global 6000?
Ka-band on most charter airframes, which gives satellite coverage on transatlantic and transpacific routings rather than the air-to-ground service that stops at the coastline. Expect mail, VPN, messaging, voice and workable video calls for several users at once. Older airframes on Ku-band or Swift Broadband are noticeably slower. Confirm the system and the data allowance on the trip sheet before you plan a working flight around it.
Can a Global 6000 use Teterboro?
Yes. Teterboro applies a 100,000 lb maximum takeoff weight limit and the Global 6000's maximum takeoff weight is roughly 99,500 lb, just under it. That means a New York leg stays at TEB rather than moving to Westchester or Morristown, which for many itineraries saves an hour of ground time each way. A G650ER, at roughly 103,600 lb, does not have that option.
Related pages
- Long Range Jet CharterThe class, its rate band and how it compares to heavy jets.
- Gulfstream G650 charterMore range and speed, and a Teterboro weight problem.
- Falcon 8X charterTrijet range with short-field access for less money.
- Corporate jet charterRolling schedules and preferred tails for recurring international travel.
Further reading from the blog
Sources and further reading
- Bombardier Global — Bombardier's own product information for the Global family the 6000 belongs to.
- FAA regulations and policies — Official source for Part 135 flight time, duty and rest rules that shape ultra long range schedules.
- DuPage Airport Authority — Runway and facility data for the Chicago-area field used for full-fuel long range departures.
Get a quote for your flight
Send us the route, the date and the number of passengers. You will get real options with all-in pricing, the operator's certificate and safety rating, and the aircraft's actual tail number — not a stock photo and a starting-from price.