Several additional variants of the type were subsequently introduced, including the further elongated CRJ1000, and the CRJ550 and CRJ705, which were modified to comply with scope clauses.

The CRJ program was acquired by the Japanese corporation Mitsubishi Heavy Industries in 2020, which ended production of the aircraft.

Their design was derived from the smaller CRJ100 and 200 airliners, the other members of the Bombardier CRJ aircraft family.

During the 1990s, Bombardier initiated development on the CRJ-X, a program to produce enlarged derivatives of its popular CRJ100/200 family.

The CRJ program was acquired by Mitsubishi Heavy Industries in a deal that closed 1 June 2020.

[4] Bombardier continued to manufacture aircraft at the Mirabel facility until the order backlog was completed in December 2020.

During the early 1990s, Bombardier Aerospace became interested in developing larger variants of the CRJ100/200 series; associated design work commenced in 1994.

[5] The CRJ-X, as the new range was initially designated, sought to compete with larger regional jets such as the Fokker 70/Fokker 100 or the BAe 146 family.

[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 basic CRJ.

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

[31] A new final-assembly facility was established at Montréal-Mirabel International Airport, as the CRJ100/200's existing line had insufficient capacity.

A re-engining of the CRJ, akin to the rival Embraer E-Jet E2, with newer and more efficient engines, such as the GE Passport, to replace the current GE CF34 powerplants, would be unlikely to overcome the certification expense, primarily as newer engines are larger and heavier, eroding fuel burn improvements that would be achieved on short regional routes.

[42] 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.

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

[citation needed] During September 2011, PLUNA received its 11th airplane (from an eventual total order of 15 with options).

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

[48] 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.

[41] 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.

[52] 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.

[53][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.

[55] 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 auxiliary power unit is a Honeywell RE220,[79] which supplies much more air to the AC packs and has higher limits for starting and altitude usage.

[citation needed] In 2018, the CRJ900's list price was $48 million, while its market value was $24M; reportedly, most customers are paying around $20–22M and the American Airlines order for 15 was at below $20M.

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.

[86][87] 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.

[86][89] 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.

[91] Bombardier states that it offers better performance and a higher profit per seat than the competing Embraer E-190.

It features a reduced maximum take off weight (MTOW) of 80,969 pounds (36,727 kg) to help minimize weight-related charges for European operators who need a short- to medium-range jet.