Development of the CRJ700 series was launched in 1994 under the CRJ-X program, aimed at creating larger variants of the successful CRJ100 and 200, the other members of the Bombardier CRJ-series.

Bombardier continued manufacturing CRJ aircraft on behalf of Mitsubishi until fulfilling all existing orders in December 2020.

During the early 1990s, Bombardier Aerospace became interested in developing larger variants of the CRJ 100 and 200 and associated design work commenced in 1994.

[6][7][8] The CRJ-X featured a stretched fuselage, a lengthened wing, and up-rated General Electric CF34-8C engines, while maintaining a common type-rating with the CRJ 100 and 200.

Leading-edge extensions and high-lift slats improved the wing performance, other aerodynamic changes included an enlarged horizontal tailfin.

[9] By March 1995, low-speed wind tunnel testing confirmed a range of 1,530 nautical miles (2,830 km; 1,760 mi) in a 74-seat configuration intended for the North American market and 1,270 nautical miles (2,350 km; 1,460 mi) in a 72-seat configuration intended for the European market.

[26] In September 1998, Bombardier considered developing an all-new 90-seat model, the BRJ-X,[27][28] but ultimately opted for a stretched version of the CRJ-X, which became the CRJ900.

[34] The CRJ900 made its maiden flight on February 21, 2001, five months ahead of schedule,[35][36] and the first aircraft was delivered in April 2003.

[38] One month into the flight-test program, a fault in the rudder controls was discovered, grounding the jet until February 2010, and deliveries were projected to begin by January 2011.

Bombardier and General Electric studied a NG34 next generation engine using technologies from the GEnx, and even went as far as building a prototype core for testing.

However, Bombardier felt that the certification costs and the added weight of newer, more efficient engines would negate potential fuel burn improvements on short-haul regional routes.

[43] During April 2000, a substantial early order, valued at US$10 billion, for the CRJ700 (and CRJ200) was issued by Delta Air Lines, involving 500 aircraft along with options for 406 more.

[44] Comair, operating as Delta Connection, placed an order of 14 CRJ900s; by November 2007, six of these had entered revenue service.

Danish lessor Nordic Aviation Capital also ordered 12 for Garuda to operate, with delivery beginning in 2012.

[49] According to Bombardier, by 2015, the CRJ series accounted for over 20% of all jet departures in North America; globally, the family operated in excess of 200,000 flights per month.

[42] As of November 2018[update], following Bombardier's decisions to sell the CSeries to Airbus and the QSeries to Viking Air, the company was looking at "strategic options" to return the CRJ to profitability.

[53] Mitsubishi had a historic interest in the CRJ program, having sounded out risk-sharing options with Bombardier, and at one point expected to take a stake in the venture during the 1990s.

[54][17] Bombardier has stopped taking new sales; production of the CRJ was to continue at Mirabel until the order backlog was complete, with final deliveries then expected in the second half of 2020.

[56] Closure of the deal was confirmed on 1 June 2020, with Bombardier's service and support activities transferred to a new Montreal-based company, MHI RJ Aviation Group.

The CRJ700 features a new wing with leading-edge slats and a stretched and slightly widened fuselage, with a lowered floor.

Internally designated as the RJX, the first CRJ900 (C-FRJX) was modified from the prototype CRJ700 by adding longer fuselage plugs fore and aft of the wings.

The cabin floor has been lowered by 2 inches (5 cm), improving outward visibility by aligning the windows closer to eye level.

The aircraft is equipped with a Honeywell RE220 auxiliary power unit,[79] which provides increased airflow to the air conditioning packs and allows for higher altitude and engine start limits.

In typical operations, the CRJ900 cruises 8,000 to 10,000 feet (2,400 to 3,000 m) higher than the CRJ700, with an average true airspeed of 450 to 500 knots (830 to 930 km/h; 520 to 580 mph) at the expense of slightly increased fuel burn.

[80] The CRJ900 family has four sub-variants:[62][37] The baseline variant of the CRJ900 with a maximum takeoff weight (MTOW) of 80,500 pounds (36,500 kg) and a range of 1,350 nautical miles (2,500 km; 1,550 mi).

The CRJ705 was a variant of the CRJ900 regional jet limited by type certification to just 75 seats, to comply with Air Canada's pilot contract scope clause.

[85][86] Bombardier Aerospace announced on 10 November 2010 that its 100-seat CRJ1000 had been awarded aircraft type certificates by Transport Canada and the European Aviation Safety Agency, allowing deliveries to begin.

[85][88] On 23 December 2010, it was announced that the Federal Aviation Administration had also awarded a type certificate, allowing the CRJ1000 to operate in US airspace.

[94] The CRJ1000 family aircraft contains three different sub-variants: The baseline variant of the CRJ1000 with a maximum takeoff weight (MTOW) of 90,000 pounds (41,000 kg) and a range of 1,457 nautical miles (2,698 km; 1,677 mi).

[37] The "EuroLite" variant of the CRJ1000 has a reduced MTOW of 80,969 pounds (36,727 kg) to minimize weight-related charges for European operators.