Two of Bombardier’s large-cabin classics, more than 25 years on: one market small and negotiated, the other deep but holding its price.
The Challenger 604 entered service in 1996 as a versatile large-cabin platform, and the Global Express followed in 1999 as Bombardier’s first ultra-long-range jet. More than 25 years later, both remain active on the pre-owned market.
Current listings and sales from the past six months show two relatively active markets behaving in different ways.
The Global Express market is small and slow-moving, with most sales following long listings and negotiation. The Challenger 604 market is larger and more active, with pricing holding close to asking.
The two markets, side by side
| Global Express | Challenger 604 | |
|---|---|---|
| In operation | 132 | 344 |
| Listed for sale | 9 (6.8%) | 30 (8.7%) |
| Under contract | 2 | 7 |
| Sold, past six months | 5 | 13 |
| Average asking price | $10M | $6M |
| Average sale price | $7.4M | $5.4M |
| Closed below asking | about 9% | about 3% |
| Typical time to sell | 10+ months | under 5 months |
| Supply at today’s pace | just under a year | more than a year |
The Global Express: Fewer Aircraft, Longer Timelines
Supply is limited. Of the 132 aircraft in operation, nine are listed for sale, about 6.8% of the fleet, and two of those are under contract.
Transactions have been steady but slow. Five aircraft sold over the past six months, most after 10+ months on the market. At that pace, today’s listings represent just under a year of supply.
Pricing shows a gap between sellers and buyers. Current asking prices average about $10 million. Recent sales averaged about $7.4 million, closing roughly 9% below their final asking prices.
The Global Express remains a negotiated market. Aircraft are selling, but typically after long listings and meaningful movement on price.
The Challenger 604: Deep Supply, Firm Pricing
The 604 market is much larger. Of the 344 aircraft in operation, 30 are listed for sale, about 8.7% of the fleet, with seven under contract. Asking prices average about $6 million.
There’s plenty of supply. Thirteen aircraft sold over the past six months, a pace that puts current inventory at more than a year of supply.
Even so, pricing has held up. Recent sales with disclosed prices averaged about $5.4 million and closed within about 3% of asking on average. The typical sale took less than five months.
Despite deep inventory, well-priced 604s are selling close to asking, and within a matter of months.
Why Buyers Still Choose These Airframes
With recent sales averaging about $5.4 million for the 604 and $7.4 million for the Global Express, both aircraft offer large-cabin capability at a fraction of the price of their successors.
The cabin is largely the same. The Challenger 605 and 650 were built on the 604’s fuselage cross-section, so a 604 buyer gets much of the same cabin space as a newer Challenger. Likewise, the Global Express airframe became the basis for the Global Express XRS and Global 6000, giving a Global Express buyer a cabin size comparable to those later models at a very different price.
Much of the depreciation has already happened. At this stage, values move in smaller dollar amounts than on newer jets, which matters for owners focused on total cost of ownership.
Both aircraft have a mature support network. Engine programs, parts availability and experienced maintenance providers are well established for both types. Modern avionics, satellite connectivity and interior refurbishments are also available, so owners can bring older aircraft closer to current standards.
For buyers whose missions fit, these aircraft offer a large cabin, proven support and a lower cost of entry, with the option to modernize over time.
What Comes With an Older Airframe
The main trade-off is maintenance. As aircraft age, major inspections and component overhauls make up a larger share of the aircraft’s value, so timing matters. An aircraft coming due for a major inspection can have a very different cost of ownership than one that has just completed it.
The details of engine program coverage matter too. Coverage levels, buy-in costs and transfer terms vary, and they can change the real cost of an acquisition.
Operational requirements are another consideration. Some international airspace requires data link capability such as FANS and CPDLC, which not every older aircraft has. Financing and insurance can also be more limited for older aircraft, and some lenders apply age limits.
An older airframe can be a strong value, but the purchase price is only the starting point. Maintenance status, program terms and equipment determine what the aircraft actually costs to own.
Market data as of late September 2026. Sales figures cover the past six months and reflect disclosed sale prices only. Off-market listings are excluded. Equipment details are as advertised.
