TYPE: Business jet.

PROGRAMME: Design study, then known as 'Bombardier Model 70', revealed at the Paris Air Show in June 1997; formally announced at NBAA Convention at Las Vegas 18 October 1998; launched at Paris Air Show 13 June 1999; initially named Continental; engineering designation BD-100-1A10; first metal cut 21 October 1999 following completion of joint definition phase; AS907 engine first flown 29 January 2000, engine certification achieved 25 June 2002; wing/fuselage mating of first aircraft achieved 19 November 2000; first flight (c/n 20001/C-CJCJ) from the Bombardier Flight Test Center at Wichita's Mid-Continent Airport 14 August 2001, followed by second aircraft (c/n 20002/C-GJCF) on 9 October. These and three further aircraft (c/n 20003/C-GIPX, dedicated to avionics test and flown 6 December 2001; c/n 20004/C-GJCV for systems testing and the first to be fully outfitted with standard interior, flew 5 April 2002; and c/n 20005/C-GIPZ, for function and reliability testing (including cabin systems), originally due to fly in May 2002 but delayed until 8 March 2003; is participating in the flight test and certification programm scheduled to last for more than 1,500 flight hours, culminating in Transport Canada 525 approval, FAA FAR Pt 25 and JAA JAR 25 certification, with RVSM approval, FAR Pt 36 Stage 3 noise compliance, and first customer deliveries in 2003. By 23 April 2003 the five aircraft then flying had accumulated 2,126 flight test hours in 1,039 sorties.
Public debut at NBAA Convention, New Orleans, 11 December 2001 (formal presentation 12 December). European debut (C-GJCV) at EBACE 2003 at Geneva 5 May 2003. Re-named Challenger 300 on 8 September 2002, immediately prior to NBAA Convention at Orlando, Florida. Customer deliveries scheduled to begin in late 2002, with up to five aircraft expected to be handed over to operators by the end of the year. Target production up to 15 in 2003, rising to 40 in 2004 and the maximum planned rate of 60 per year from 2005.

CUSTOMERS: Two orders signed at time of launch, by customers in Germany and United Arab Emirates; total of 125 firm orders received by 5 May 2003, including 25 for Bombardier's Flexjet fractional ownership programme, 15 for European customers and five for its Middle East and Arab nations distributor TAG Aeronautics. Bombardier anticipates gaining 30 per cent of estimated 1,200-aircraft market in this class by 2012, with fractional ownership operations especially targeted.

COSTS: Development cost C$500 million (1998); break-even estimated at 300th aircraft. Unit cost US$16.29 million typically equipped (2002). Direct operating cost estimated at US$1,329 per hour (2002).

DESIGN FEATURES: Design goals included coast-to-coast range across USA with eight passengers in cabin with stand-up headroom and take-off field length less than 1,525 m (5,000 ft). General configuration is as shown in the accompanying illustrations; supercritical wing with winglets, sweepback 27° at quarter-chord.

FLYING CONTROLS: Conventional. Ailerons manually actuated via cables, pulleys and pushrods, each with a geared tab and fixed tab, plus trim tab on port aileron only; maximum aileron deflections +23/-19°. Horn-balanced elevators, maximum deflections +23/-18°, and single rudder panel, maximum deflection ±30°, hydraulically actuated by cables and pulleys with manual reversion, each with dual PCUs; variable incidence tailplane for pitch trim, maximum travel +2/-13°. Hydraulically actuated Fowler flaps, maximum deflection 30°; each wing has two-segment multifunction spoiler outboard, maximum deflection 45°, and two-segment ground spoiler/lift dumper inboard, maximum deflection 60°; yaw damper standard.

STRUCTURE: Primarily light alloy, with composites for some non-structural fairings; fuselage of semi-monocoque construction with frames and stringers; two-spar wing; three-spar fin. Programme suppliers include: AIDC Taiwan (rear fuselage and tail unit); Canadair (cockpit, forward fuselage and primary flight controls); DeCrane Aircraft (cabin interior) ECE (electrical system and cockpit lighting); Fischer Austria (wing-to-fuselage fairings); GKN Westland (engine nacelles); Goodrich (wheels and brakes); Hawker de Havilland Australia (tailcone and APU installation kit); Hella (lighting); Honeywell (power plant and APU); Hurel-Dubois (thrust reversers); Intertechnique (fuel system); Liebherr Aerospace-Toulouse (environmental control and anti-icing systems); Liebherr Aerospace Lindenberg (flap control system); Messier-Dowty (landing gear); Mitsubishi Heavy Industries (wing); Moog (secondary flight controls); NLX (flight training device and level C/D flight simulator); Parker Aerospace (hydraulic system); PPG Industries (cockpit windscreens and cabin windows); Rockwell Collins (avionics); Scott Aviation (oxygen system); Shorts (centre fuselage), and Walter Kidde (fire detection and suppression system). Final assembly will be at Bombardier's Learjet facility in Wichita, with interior completion in Tucson.

LANDING GEAR: Hydraulically retractable tricycle type by Messier-Dowty, with two wheels on each unit; trailing-link-type main units retract inwards, nosewheel forwards. Steerable nosewheel, maximum deflection ±65°. Mainwheel tyre size 26.5x8.0-18, nosewheel tyre size 18x5.5-10. Goodrich carbon composites multiple disc brakes. Turning radius 17.68 m (58 ft o in).

POWER PLANT: Two Honeywell AS907 turbofans with FADEC, each with thermodynamic rating of 35.81 kN (8,050 lb st), flat-rated to 28.91 kN (6,500 lb st) with APR at ISA+15°C. All fuel contained in two integral wing tanks, combined capacity 7,684 litres (2,030 US gallons; 1,690 Imp gallons). Gravity fuelling point in top of each wing, near leading-edge, plus single-point pressure refuelling/defuelling point in starboard wingroot near leading-edge. Target-type reversers standard.

ACCOMMODATION: Two crew flight deck; cabin, with flat floor, accommodates eight passengers in standard 'double club' arrangement on tracking, swivelling and reclining 16 g seats with retractable headrests, cabin management controls, cupholders and shoulder harnesses; three-seat 16 g take-off and landing-certified divan with extending backrest optional as interchange for two club seats. Standard cabin equipment includes fold-out work tables; one 110 V electrical outler per club seat group; hot drinks dispensers; DVD/CD player with hi-fi grade audio speakers and two 381 mm (15 in) flat screen monitors; Airshow 400 system; Magnastar 2000 in-flight telephone with two handsets and switchable locations; extended-life LED lighting; forward galley with microwave oven; forward passenger wardrobe and crew coat closet; aft lavatory and vanity unit with hot and cold water and removable waste tank, and flight-accessible baggage compartment. Free-fall opening/power-assisted-closure, semi-plug-type airstair cabin door, on port side immediately aft of flight deck, also serves as Type I emergency exit; single plug-type overwing Type III emergency exit on starboard side, between rearmost pair of club seats. External baggage door aft of port wing trailing-edge. Cabin and baggage compartment pressurised, air-conditioned and heated.

SYSTEMS: Two independent phosphate-ester hydraulic systems with one engine-driven pump and one DC motor pump per system, pressure 207 bar (3,000 lb/sq in), plus one auxiliary system powered by an accumulator. Pressurisation system, differential 0.60 bar (8.78 lb/sq in), with auxiliary system providing pressurisation up to 10,670 m (35,000 ft). 28 V DC electrical system comprises three 400 Ah DC brushless generators (one each on the engines and one on the APU) and two 24 V 44 Ah Ni/Cd batteries which provide power for APU starting, in flight emergency power and ground power. APU generator can carry load of a failed engine generator, and one battery can supply power for APU srarting. Oxygen system, capacity ro suit customer requirements, with demand-type masks for crew and drop-down masks for passengers.
Engine bleed air automatically controlled anti-icing for wing leading-edges and nacelle lips; electrically anti-iced windscreen; heated angle-of-attack vanes and pilot probes. Honeywell tailcone-mounted RE220 APU, with FADEC, will be certified for operation up to 11,280 m (37,000 ft) and in-flight starting to 9,150 m (30,000 ft).

AVIONICS: Rockwell Collins Pro Line 21 as core system.
Comms: Dual VHF com with 8.33 kHz frequency spacing capability; dual integrated radio control and display units; dual transponders, all standard. Third VHF com; dual HF com, satcom, VHF/satcom datalink capability, Selcal and ELT optional.
Radar: Dual-scan digital weather radar with optional turbulence detection.
Flight: Standard equipment includes dual ILS/VOR/markers, AHRS and air data computers; single ADF, DME, FMS/CDU, GPS sensor, EGPWS, TCAS II, EICAS, radio altimeter, CVR and flight deck aural warning system. Second ADF, DME, FMS/CDU and GPS, three-dimensional flight plan maps, FDR and lightning sensor optional.
Instrumentation: EFIS with four 305 x 254 mm (12 x 10 in) colour LCDs providing liquid PFD and MFD functions for pilot and co-pilot.