Challenger 350 charter: pricing, specs and range

What the Challenger 350 is for

The Challenger 350 is Bombardier's super-midsize, the class that sits above a midsize jet and below a large-cabin airframe. Certification describes it as a nominal 8-passenger aircraft flown by two crew, and that is how it works on charter: 8 or 9 seats, two pilots, and a cabin attendant carried by operator convention rather than by rule.

Book range is 3,200 nm with 8 passengers, NBAA IFR reserves and a Mach 0.80 cruise. The certification sheet describes missions of up to 7 hours, which is the honest ceiling on what this airframe does in one leg.

The 350 itself came off the line in 2022 after 376 aircraft. The Challenger 3500 took its place on the same type certificate, BD-100-1A10, with a new cabin, a lower cabin altitude and new avionics; the wing, engines, weights and speed limits stayed as they were. Bombardier reached the 200th Challenger 3500 delivery in July 2026, so a Dubai quote can land on either designation.

Challenger 350 charter cost from Dubai

No audited market rate is published for this type. What exists is broker asking rates and one aggregator's quote data, which do not measure the same thing.

Broker-published 2026 asking rates for the Challenger 350 span roughly $5,500 to $9,500 an hour. The bottom of that spread is a starting rate that leaves out positioning, taxes, handling and daily minimums; the top is quoted all-in.

The widest published sample is a category one: 1,992 operator quotes collected across the super-midsize class in April 2024 averaged $9,525 an hour all-in, with a low of $6,282 and a high of $14,930. Those are US on-demand figures and two years old, but the spread is the part worth keeping. What moves an hour out of Dubai is positioning, the daily minimum and the empty return leg, not the airframe.

A one-way charter also pays for getting the aircraft to Dubai and away again, which on a type with no local fleet is usually the largest single variable in the quote.

Range from Dubai

The 3,200 nm figure is a still-air number quoted with 8 passengers aboard. In practice that puts the Gulf, the subcontinent, Turkey and continental Europe inside one leg with reserves intact, which covers most of what a Dubai charter is asked to do.

London is where the arithmetic gets close. At 2,972 nm it is 93% of book range, and westbound in winter a headwind can turn a planned nonstop into a fuel stop in Europe. Operators fly it routinely and plan for the alternative; a full cabin and heavy bags make the stop more likely.

East of Dubai the picture changes quickly. Singapore, Beijing and Hong Kong sit at or past the limit, and the Challenger 3500's 3,400 nm figure does not turn them into guaranteed nonstops, because that number is quoted with 4 passengers at Mach 0.77 rather than with a full cabin. Anything across the Pacific, the Atlantic, southern Africa or Australia is a two-leg trip.

Inside the cabin

The cabin runs 25 ft 2 in from the cockpit divider to the aft bulkhead, 7 ft 2 in across at its widest and 6 ft 0 in high, and the floor is flat for its full length. Cabin volume is quoted at 860 cu ft, though Bombardier does not publish one.

It is a single-zone cabin. A sound-insulating sliding door separates the forward galley from the passengers, the main cabin is one open space, and the lavatory is aft and fully enclosed. The standard arrangement is a double club, two facing groups of four, though 70% of buyers took the divan configuration instead, so a three-place divan aft is what most charter aircraft carry.

Sleeping, bags and cabin altitude

There is no stateroom and no shower. The seats berth and the optional 3-place divan berths, giving three sleeping surfaces rather than a bed. Baggage is 106 cu ft and 750 lb, reachable in flight, which on a 7-hour leg matters more than the volume.

Cabin altitude is the one place the two designations genuinely diverge. The Challenger 3500 holds 4,850 ft while cruising at 41,000 ft; the Challenger 350 runs about 2,000 ft higher at the same flight level, which is worth asking about before a long sector.

How it compares

The Challenger 350 replaced the Challenger 300 on the same type certificate, and the change was real. Wingspan grew from 63.8 ft to 69.0 ft, all of it in new canted winglets. Thrust went from 6,826 lbf per engine to 7,323 lbf, a 7.3% increase. The cabin windows grew 20% taller.

Against the Challenger 3500 the differences are cabin, pressurisation and avionics rather than performance: same wing, same engines, same 40,600 lb maximum takeoff weight, same 45,000 ft ceiling. The published range figures differ by 200 nm only because the 3500 is quoted at 4 passengers and Mach 0.77 against the 350's 8 passengers at Mach 0.80, a change of assumption rather than of capability.

Above it in Bombardier's own line, the Challenger 650 is a large-cabin aircraft on a different airframe, and it is where the conversation goes when the cabin matters more than the hourly rate. Below it, the choice between a light jet and a midsize cabin turns on headroom, a lavatory and bag space rather than on range, and the Challenger 350 settles all three.

Who should charter it, and who should not

Most of the fleet lives elsewhere: 81% of Challenger 350s are domiciled in North America, so an aircraft quoted out of Dubai has usually positioned in, and the operators and brokers ranked on this site are pricing across foreign fleets.