Bombardier Challenger 350: specifications, range, cabin

For several years running, the most delivered aircraft in the super-midsize class. Over the first five years in service, 300 aircraft; by July 2020, 350. The launch customer was NetJets, with a firm order for 75 aircraft and options on another 125.

Below is what the aircraft is and what matters when buying one, given that it has been out of production since 2022.

Specifications

Full data and photos are on the model page.

What changed from the Challenger 300

The model is not a cosmetic update of its predecessor but a rework along four lines. That matters on the pre-owned market, where the 300 and the 350 sit side by side.

HTF7350 engines — 7.3% more thrust.

Canted winglets — they cut induced drag in cruise by 17%. That is where the increase in range to 3 200 nautical miles comes from.

A strengthened wing — another 410 kg of payload. In practice that is the difference between "we take off with full fuel and a full cabin" and "choose what to leave behind".

The cabin: windows 20% larger, and a pocket door between the galley and the cabin to cut noise.

The difference between the 300 and the 350 is built into the structure — an early aircraft cannot be brought up to 350 standard.

A cabin height of 1.85 m — what it changes

This is the dividing line people move up from midsize to super-midsize for. Full standing height in the cabin, a separate galley, a proper lavatory.

On legs longer than four hours the difference stops being a matter of comfort and becomes a matter of being able to work: on an intercontinental leg there is real money between "arrived wrecked" and "arrived ready to negotiate".

The standard layout seats 8–10: a double club section, or a club plus a divan.

What to bear in mind when buying in 2026

The model is out of production. Since 2022 its place has been taken by the Challenger 3500, with a new cabin and an autothrottle. For a buyer that means two things: you can no longer order a new aircraft, and the whole market is pre-owned; at the same time the fleet is large and support is established, so this creates no service risk.

What you check is the particular aircraft, not the model. The standard set: continuity of the entries in the logbooks, airframe time matching the engines and components, airworthiness directives and service bulletins complied with, the provenance of replaced components, the history of aviation occurrences.

Count cycles, not just hours. An aircraft flown on short legs racks up incomparably more cycles for the same flight hours.

Look at the cabin finish. The options list included stone, marble and wood in the galley and the lavatory, entertainment systems and satellite communications. The spread between specifications is wide and it moves the price noticeably — check what is actually fitted on the particular aircraft.

Who it suits

The mission the aircraft was built for: 8–10 people, legs of up to six thousand kilometres, full standing height in the cabin, work in flight. Long domestic routes, short international ones, regular corporate flying on a predictable schedule.

It does not suit cases where you need non-stop intercontinental legs or a bedroom — that is Heavy and Ultra-Long Range territory, a different class and different money.

Conclusion

The Challenger 350 is a working aircraft in the upper midsize bracket, with a clear history and a large fleet. Its strength is not in records but in the fact that it covers a standard corporate mission with no compromises on the cabin and without moving up to the heavy class.

Being out of production affects the choice little: the market is pre-owned, there is enough on offer, support works. What you look at is the specific aircraft and its documents.