Bombardier CRJ: The Regional Workhorse

Origins

The Bombardier CRJ (Canadair Regional Jet) traces its lineage to the Canadair Challenger 600 business jet, designed by Bill Lear's company and later acquired by Canadair in 1976. When Bombardier acquired Canadair in 1986, it inherited a business jet platform with an unusual characteristic: a relatively large-diameter fuselage that could plausibly be stretched into a small regional jet. In 1987, Bombardier launched the CRJ100, a 50-seat stretch of the Challenger 601 with a fuselage extended by 6.1 metres.

The CRJ100 made its first flight on May 10, 1991, powered by two General Electric CF34-3A1 turbofans. It entered service with Lufthansa CityLine in November 1992. The timing was fortuitous: the United States airline deregulation of 1978 had created a hub-and-spoke network structure that generated enormous demand for aircraft that could feed passengers from small cities into major hubs. The 50-seat category matched scope clause limitations in many pilot union contracts at major US airlines, which restricted regional affiliates from operating aircraft above certain weight and seat thresholds.

CRJ-200 to CRJ-1000

The CRJ100 was followed rapidly by an improved variant, the CRJ200, in 1995 — featuring new-generation CF34-3B1 engines with improved fuel consumption. The CRJ200 became the dominant 50-seater in North America, with over 1,000 delivered. Its success led to a family extension strategy. The CRJ700 (70 seats, first flight in 1999) and CRJ900 (86–90 seats, first flight in 2001) stretched the airframe to compete in the growing 70–90 seat regional market as scope clauses evolved.

The CRJ1000 (97–100 seats) followed in 2008 as a further stretch, targeting the bottom of the mainline narrow-body market. However, the CRJ1000's stretched fuselage created significant limitations: the tail empennage required a large tail bumper to prevent ground strikes on rotation, the landing gear was stretched to the practical limit, and the aircraft's cross-section — designed for 50-seat operations — was increasingly cramped for 100-seat service. The CRJ1000 sold 280 aircraft, primarily to European regional carriers and Air Nostrum in Spain.

North American Dominance

The CRJ family dominated North American regional aviation through the 2000s and into the 2010s in a way that is difficult to overstate. At peak operation, CRJ variants constituted the majority of regional jet movements at US major hubs. Airlines like SkyWest, Mesa, Republic, Endeavor, and Trans States operated fleets of 100–300 CRJs on behalf of United, Delta, American, and US Airways under capacity purchase agreements.

The scope clause structure that initially propelled CRJ sales eventually became a constraint. As pilot unions at major airlines negotiated higher weight and seat limits for regional operations, demand shifted toward 70–90 seat jets (CRJ700/900) and ultimately the 76-seat Embraer E175, which pilots preferred for its better performance, wider cabin, and newer avionics. The 50-seat CRJ200 became increasingly uneconomical as fuel prices rose and labor costs increased, with many carriers retiring large CRJ200 fleets through the 2010s.

Mitsubishi Acquisition

Bombardier's financial difficulties with the C Series program (see A220 guide) forced a strategic restructuring. Bombardier sold the CRJ program to Mitsubishi Heavy Industries (MHI) in June 2020 for approximately $550 million USD. Mitsubishi — already struggling with its own SpaceJet regional jet program — acquired the CRJ maintenance, support, and refurbishment business, but not production rights (CRJ production had already ended). The acquisition gave MHI a foothold in the North American regional aviation aftermarket and a customer base for future products.

MHI subsequently suspended its own SpaceJet (formerly MRJ) development program, citing COVID-19 impacts and certification challenges. The CRJ product support business, rebranded as MHI RJ Aviation, continues providing parts, maintenance, and engineering support for the 1,000+ CRJs still in service.

vs E-Jet

The Embraer E-Jet family — particularly the E175 — has emerged as the CRJ's primary successor in North American regional aviation. The E175's 76-seat capacity matches current scope clause limits, while its wider cabin (four-abreast 2-2 seating versus the CRJ's four-abreast but narrower 2-2) and better fuel efficiency make it the preferred aircraft for new regional orders. The E175-E2, Embraer's re-engined variant, offers further fuel savings but has been limited in North America by scope clauses that restrict E2 operations under some union contracts.

The CRJ200 retains an aftermarket advantage in thin low-frequency routes where its low lease rates (used aircraft trade for $1–3 million, versus $20M+ for E-jets) make it economical despite higher operating costs per seat-mile. Some operators continue finding roles for the 50-seater in specific network positions.

Legacy

The CRJ family's legacy is the transformation of North American air travel connectivity. By enabling economical 50-seat jet operations, the CRJ allowed US major carriers to extend jet service to hundreds of markets that had previously been served by turboprops or not at all. Cities like Billings, Montana; Fargo, North Dakota; and Bozeman, Montana gained reliable jet service to major hubs largely because of CRJ economics. Over 1,900 CRJ aircraft were delivered across all variants, making it one of the most successful regional jet programs in history. Its influence on network strategy, scope clause negotiations, and regional airline economics will be felt for decades after the last CRJ retires.