BOEING BBJ

The first BBJ is based on the 737-700 with a stronger wing and landing gear from the 737-800. Auxiliary belly fuel tanks extend range, over 6,000 nmi (11,000 km) with nine tanks (500 lb (230 kg) empty each), but most operators install five auxiliary fuel tanks to fly up to 5,400 nmi (10,000 km). In 2002, the -800-based BBJ2 offered a 25% larger cabin with a similar range with five tanks, with the 2009 BBJ3 based on the 737-900. Aviation Partners winglets gave the BBJ 5% more range. A standard, retractable forward airstair allows for autonomous operations at remote airports. Early interiors were way over the 13,000 lb (5.9 t) allowance and the BOWs reached 104,000–8,000 lb (47,200–3,600 kg) over spec, but newer interiors can be 25% lighter for 99,000–100,000 lb (45–45 t) empty weights.

Fuel burn is 4,830 lb (2.19 t) per hour at Mach 0.785, rising to over 5,700 lb (2.6 t) at Mach 0.82, twice as much as a faster Global 6000. Direct operating costs are $14,000 per hour, minor inspections come every 36 months and major inspections at 12-year for a 4–8 weeks down time. At 41,000 ft, cabin altitude can be lowered from 8,000 ft to 6,500 ft, but it reduces airframe life to 26,000 down from 50,000 cycles, much higher than purpose-built business jets. Most operators fly their aircraft 200–250 h per year with 6–8 passengers, 500–800 h for corporations to less than 150–200 h for individuals. The CFM56 service program costs $240–260 per engine per hour, less than the Rolls-Royce BR700, with the engines staying on wing for at least 12,000–13,000 h for most, and up to 25,000–30,000 h. Fokker Services were developing 1.5 m (4 ft 11 in) wide windows for the BBJ in 2016.

Twenty years after the 1999 introduction, 150 BBJs had entered service, triple the initial forecast of 50. The 2008 recession put ultra large jets under scrutiny and were divested by some companies. Some BBJs are operated by governments for VIP transport.