Bombardier is considering higher production rates as its business jet backlog continues to grow, while a series of investments and acquisitions is gradually bringing key parts of its supply chain back under direct control.
The Canadian manufacturer is also discussing with Boeing the future of the Short Brothers aerostructures operation in Belfast, Northern Ireland, a former Bombardier factory that continues to manufacture components for its aircraft.
The talks come as Bombardier prepares additional industrial capacity for the Challenger 3500, takes control of wing production for several of its aircraft and reports a backlog that reached US$ 22.2 billion at the end of September, up 27% from the end of 2025.
CEO Éric Martel said on Thursday that Bombardier is giving “strong consideration” to increasing production rates. The Challenger 3500 is the clearest candidate, with Martel saying the company has “years and years” of backlog for the super-midsize business jet.
More Challenger 3500s
Bombardier recorded a unit book-to-bill ratio of 1.7 during the third quarter and 2.1 for the first nine months of 2026. In other words, the manufacturer has received orders for more than two aircraft for every jet delivered so far this year.
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Bombardier delivered 89 aircraft during the first nine months of 2026, including 40 Challengers and 49 Globals. The total was four aircraft below the same period last year, but the manufacturer continues to forecast more than 157 deliveries for the full year.
Increasing production will require additional capacity and, importantly, suppliers capable of supporting higher rates. Martel said the latter remains one of the factors determining how quickly Bombardier can expand output.
A new facility in Montreal, scheduled for completion by the end of 2027, will take over interior completion work for the Global 5500 and Global 6500. Moving that activity will free existing space that can be used to increase Challenger 3500 production.
Bombardier is simultaneously taking greater control of the manufacturing process itself. The company is acquiring MHI Canada Aerospace's operations in Mississauga, Ontario, a transaction expected to close by the end of the year.
The acquisition will bring production of wings for the Challenger 3500, Global 5500 and Global 6500 in-house. Combined with Bombardier's existing Global 8000 wing operation in Red Oak, Texas, the deal will give the manufacturer direct control over wing production across its current aircraft portfolio.
Belfast could return to Bombardier
The same logic may eventually apply to Belfast. The historic Short Brothers operation belonged to Bombardier from 1989 until the Canadian company sold its aerostructures activities to Spirit AeroSystems in 2020.
The transaction covered Belfast as well as Bombardier operations in Casablanca, Morocco, and Dallas, Texas. Bombardier received US$ 275 million in cash at closing, while Spirit also assumed liabilities associated with the businesses.
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Despite selling the factories, Bombardier remained one of their customers. Spirit continued supplying structural components and spare parts for the Learjet, Challenger and Global families.
The ownership changed again after Boeing acquired Spirit AeroSystems in December 2025. The non-Airbus operations in Belfast became Short Brothers, a Boeing Company, with about 2,400 employees.
Boeing says the operation manufactures fuselage sections, engine nacelles, horizontal stabilizers and other components for business aircraft, in addition to aftermarket, research, space and defense activities.
Part of the Belfast complex has a different future. Airbus took control of work associated with its programs as part of the breakup of Spirit, including activities related to the A220.
Bombardier had already emerged as a possible buyer for the remaining Belfast operation before Boeing completed the Spirit acquisition, but no transaction was reached at the time. The subject is now back on the table after Martel was asked on Thursday whether Bombardier could vertically integrate the work performed by Short Brothers and said there were probably further discussions to have with Boeing about the future of the site.
He stopped short of saying Bombardier intends to buy the operation. Martel said Belfast will require investment and attention to improve its performance. The operation reported a net loss of US$ 1.16 billion in 2025.
Any deal would nevertheless produce an unusual reversal. Bombardier sold Belfast while disposing of assets and concentrating on business aviation. Six years later, the company is financially stronger, has a US$ 22.2 billion aircraft backlog and is again investing in manufacturing capacity and vertical integration.
Orders running ahead of deliveries
The industrial moves are occurring as orders continue to arrive considerably faster than Bombardier is delivering aircraft.
The US$ 22.2 billion backlog is 34% higher than a year ago. Bombardier delivered 33 aircraft during the third quarter, one fewer than in the same period of 2025, but still recorded a 1.7 book-to-bill ratio during the period.
Demand is particularly strong from fleet operators, including fractional ownership and charter companies, a segment that Martel sees as an important source of future growth.
Bombardier also raised its 2026 free cash flow guidance for the second time this year, from more than US$ 1 billion to more than US$ 1.3 billion. Revenue reached US$ 2.37 billion during the third quarter, up 3%, while its services business generated a record US$ 701 million.
