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How to Buy a Bombardier Challenger 300 / 350: Buyer's Guide
A true super-midsize jet with a flat-floor, stand-up cabin and coast-to-coast range, and the most popular choice in its class.
Updated October 2026 · Market data from 11 live fyiAero listings, the FAA registry and NTSB records
Overview
The Bombardier BD-100 family, sold as the Challenger 300, Challenger 350 and now Challenger 3500, is the benchmark super-midsize business jet. It was designed from a clean sheet as a smaller sibling to the wide-body Challenger 600 series. It offers a flat-floor cabin you can stand up in, a full-width aft lavatory, baggage accessible in flight, and enough range to cross the continent nonstop with a realistic load. It is flown by two pilots, powered by two Honeywell HTF7000-series turbofans, and fitted with Collins Pro Line 21 avionics.
The market is deep and liquid by business-jet standards. The FAA registry shows 866 US-registered BD-100s, and fyiAero listings currently show 11 for sale: 9 Challenger 300s and 2 Challenger 350s. Asking prices run from $10,995,000 to $13,950,000, with a median of $12,472,500. The median airframe time on listed aircraft is 5,194 hours, so most of what you will see is a mid-life airplane that has been flown hard and is supported by maintenance programs.
Because so many are in corporate, fractional and charter service, records quality and program coverage vary widely. Two airplanes with the same year and similar hours can differ by seven figures in real value once you account for engine and APU program status, upcoming major inspections, and avionics compliance. This guide covers how to tell them apart.
Who it's for. The Challenger 300/350 suits an owner or flight department that regularly flies four to eight passengers on legs of three to six hours and wants a cabin that does not feel cramped on a transcontinental trip. It is a two-pilot airplane that requires a type rating, so plan on a professional crew or a well-qualified owner-pilot flying with a qualified first officer. Most owners use a management company or an in-house department. Insurers want recurrent simulator training every year, and they price coverage heavily on crew time in type and total turbine time. A low-time owner-pilot should expect underwriters to require an experienced pilot-in-command or mentor, at least at first. If your trips are mostly short hops with two or three people, a light or midsize jet will do the job for far less money.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Challenger 300 | 2004-2014 | The original model, with Honeywell HTF7000 engines, Pro Line 21 avionics and the full super-midsize cabin. It makes up most of the resale market, and value depends heavily on engine and APU program enrollment, avionics upgrades and how close the airplane is to its next major inspection. |
| Challenger 350 | 2014-2022 | Higher-thrust HTF7350 engines, canted winglets, higher weights, better hot-and-high and short-field performance, and a redesigned cabin. Later aircraft added autothrottles and enhanced/synthetic vision options. Expect a clear price premium over a comparable 300. |
| Challenger 3500 | 2022-present | A refined 350 with a new interior, the Nuage seat design, improved cabin quieting and connectivity, and updated flight deck features. These rarely appear on the pre-owned market yet and trade near new-aircraft pricing. |
What a Bombardier Challenger 300 / 350 costs to buy
2 priced listings on fyiAero right now ask between $10,995,000 and $13,950,000, with a median of $12,472,500 and a median of 5,194 hours total time. Against fyiEstimate, 0 are priced below estimate, 0 within range and 2 above.
- Current fyiAero asking prices span $10,995,000 to $13,950,000 with a $12,472,500 median. In the listings, a 2008 Challenger 300 averaged $10,995,000 and a 2013 example averaged $13,950,000, so roughly five model years separate the bottom and top of the market.
- Challenger 300s outnumber 350s on the market 9 to 2. If you want a 350 you will have less choice and should be ready to move quickly when a good one appears.
- The median listed airframe time is 5,194 hours. Judge hours in context with program coverage, because a higher-time airplane on full engine and APU programs can be a better buy than a low-time airplane that is off program.
- Get the exact status of the next major airframe inspections and landing gear overhaul. A big event coming due can easily justify a large price reduction or seller-funded completion.
- Confirm the avionics are compliant and current: ADS-B Out, FANS/CPDLC and LPV capability for international or oceanic work. Missing items cost real money and reduce resale value.
- Fractional and charter airplanes can be well maintained but often have high cycles and hard-used interiors. Compare cycles as well as hours, and budget for cabin refurbishment if the soft goods are tired.
Average asking price by model year
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Engine maintenance program status and transferability. Engine program enrollment (such as Honeywell's hourly plans) is a major value driver. Confirm the airplane is enrolled, payments are current, any buy-in is settled, and coverage transfers to you.
- Engine borescope and trend data review. Have a qualified shop borescope both engines and review trend monitoring data for hot-section distress, compressor damage or deteriorating margins that a program may not fully cover.
- APU condition and program coverage. The Honeywell APU gets heavy use on the ground, and an unscheduled repair is costly. Verify program status, hours, and any history of starting or bleed problems.
- Major inspection status and maintenance tracking records. Review the tracking system history to see when the next heavy checks fall due and confirm that every item is signed off. Missing or incomplete records hurt value immediately.
- Landing gear overhaul status and brake wear. Gear overhauls are time- and calendar-limited and expensive. Know where the airplane stands, and check brakes, tires, and steering components for wear.
- Windshield and cabin windows. Look for delamination, heating faults, arcing and crazing. A windshield replacement is costly and can ground the airplane while you wait for parts.
- Corrosion and structural inspection. Inspect wheel wells, lower fuselage, lavatory and galley areas, and wing-to-fuselage joints, especially on aircraft based in coastal or humid areas.
- Fuel system and wing sealant. Check for fuel leaks and stains around the wing panels and fittings. Resealing a wing tank is labor-intensive.
- Applicable ADs, service bulletins, and damage history. Have the shop research every applicable AD and SB against the logs. Run a damage history check and review any repairs for proper approval and documentation.
- Avionics, cabin systems, and pressurization. Test the Pro Line 21 suite, autopilot, and database subscriptions, the cabin management and connectivity systems, and the pressurization and outflow valve operation on a demo flight.
Popular upgrades
- ADS-B Out and FANS/CPDLC. These are essentially mandatory for broad domestic and oceanic use. Aircraft without them sell at a discount roughly equal to the installation cost plus downtime.
- LPV/WAAS approach capability. Adds access to more airports in poor weather. It is increasingly expected and helps resale value.
- High-speed cabin connectivity. Modern Ka-band or upgraded air-to-ground Wi-Fi is a major selling point for corporate and charter buyers. Older systems are often viewed as obsolete.
- Cabin management system upgrade. Replacing an original cabin management or entertainment system with a modern one improves the passenger experience and helps marketability.
- Interior and paint refurbishment. Fresh soft goods and paint rarely return their full cost, but a dated or worn cabin can drag a sale out and invite heavy price negotiation.
Ownership costs
This is a serious financial commitment beyond the purchase price. Industry estimates referenced on fyiAero put variable operating cost at about $4,913 per flight hour, with fuel burn around 280 gallons per hour. That works out to roughly $10.68 per nautical mile at a 423-knot cruise. Fixed costs start around $818,200 a year at the low end, covering crew, hangar, insurance, training, and subscriptions. A full annual budget for 325 hours comes to about $2,414,925. Engine and APU program payments are part of hourly cost, but they protect you from catastrophic overhaul bills and support resale value. Management fees, charter revenue arrangements, and where you base the airplane can move your actual numbers significantly in either direction.
Safety record
NTSB records show 4 accidents involving BD-100 series aircraft over the past 10 years, 1 of them fatal, with none resulting in a destroyed airframe. Against a US fleet of 866 registered aircraft, that is about 4.6 accidents and 1.2 fatal accidents per 1,000 aircraft over the decade. That is a strong record that reflects professional two-pilot crews, simulator-based training and robust systems. The risks that remain are typical of high-performance jets: runway excursions on wet or contaminated runways, unstable approaches, winter icing operations, and crew fatigue on long duty days. Owners who insist on annual simulator recurrent training, enforce stabilized-approach and duty-time standards, and use an experienced management company or flight department get the most out of the airplane's inherent safety.
Alternatives to consider
- Gulfstream G280. Offers more range and Gulfstream's support network and brand appeal. The cabin is a bit narrower in feel, and pre-owned examples generally cost more for a given year.
- Embraer Praetor 600 / Legacy 500. Fly-by-wire controls and a modern flight deck with a comfortable cabin. The fleet and resale market are smaller and less liquid than the Challenger's.
- Cessna Citation Longitude. Newer design with a quiet cabin, a modern Garmin flight deck and strong Textron support. It is newer and more expensive, and the pre-owned supply is limited.
- Cessna Citation Latitude. A cheaper midsize option with a flat-floor, stand-up cabin. It has less range and less cabin length, so it suits shorter missions.
- Hawker 4000. Often much cheaper to buy, with a roomy composite cabin. Weaker manufacturer support and parts concerns make operation riskier and resale harder.
Frequently asked questions
How much does a used Challenger 300 or 350 cost?
Current fyiAero listings range from $10,995,000 to $13,950,000, with a median asking price of $12,472,500. Year, model (300 versus 350), program coverage, and inspection status drive most of the spread.
What does it cost per hour to operate a Challenger 300/350?
Industry estimates put variable cost at about $4,913 per flight hour, with fuel burn near 280 gallons per hour. A full annual budget for 325 hours is roughly $2,414,925 once fixed costs like crew, hangar, and insurance are included.
What is the range and speed of the Challenger 300/350?
Operating estimates show about 3,300 nautical miles of range and a 423-knot cruise speed, with seating for up to 9 passengers. That is enough for most US coast-to-coast trips nonstop.
Can a Challenger 300 be flown single-pilot?
No. The Challenger 300/350 is certified for two pilots, and the pilot in command needs a type rating. Insurers also typically require annual simulator recurrent training for both pilots.
What is the difference between the Challenger 300 and the 350?
The 350 adds more powerful engines, canted winglets, higher weights and better runway performance, along with a refreshed cabin and avionics features such as available autothrottles and vision systems. On fyiAero right now, 300s far outnumber 350s, with 9 versus 2 listed.
Is the Challenger 300 a safe airplane?
NTSB records show 4 accidents, 1 fatal, over the last 10 years across a US fleet of 866 aircraft. That equals about 4.6 accidents per 1,000 aircraft. Professional crews, strong systems, and regular simulator training all contribute to a good safety record.
Bombardier Challenger 300 / 350 for sale
Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
