Bombardier Challenger 600 for sale

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  • Bombardier Challenger 600 for sale and lease – Price on request

Bombardier Challenger 600
1982 (YEAR)
7920 (TTAF)
POR

Bombardier Challenger 350
2019 (YEAR)
00 (TTAF)
POR

Bombardier Challenger 350
2015 (YEAR)
435 (TTAF)
POR

Bombardier Challenger 605
2013 (YEAR)
2020 (TTAF)
POR

Bombardier Challenger 850/ER
2011 (YEAR)
625 (TTAF)
POR

Bombardier Challenger 605
2012 (YEAR)
1780 (TTAF)
POR

Bombardier Challenger 300
2010 (YEAR)
3320 (TTAF)
POR

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Information about Bombardier Challenger 600

In 1974, William P. Lear, the creator of the business jets of the Learjet family, began work on the new aircraft, designated LearStar 600, where “600” meant the estimated cruising flight speed in miles (600 miles – about 966 km / h). The prerequisite for this was the results of research performed by Dr. Robert Whitcomb from NASA on the creation of a new wing with a so-called supercritical profile, which significantly reduced aerodynamic drag, increased fuel economy and aircraft flight range, and reduced landing speed.

Development

Initially, W. Lear intended to use the wing with a supercritical profile on the Learjet family of aircraft, but then came to the conclusion that the best effect from the new wing and the turbofan engine of the new generation can be achieved only when installed on a completely new aircraft that will be able to win a significant market share of business jets. With the assistance of Lari Henberger, an aerodynamics specialist, Lear designed a jet plane equipped with two new Avco Lycoming ALF 502D engines and offered in three versions – a 14-seater business jet with a range of 6,437 km; 30-seater passenger aircraft with a flight range of 805 km and a cargo plane.

Lear, who had already sold the rights to the Gates Rubber Company’s Learjet family, proposed the design of a new aircraft to her, as well as Beech and Cessna. At the same time, he tried to attract banks to finance the project LearStar in order to implement his own company. All these attempts were in vain. Finally, in April 1976, the Canadair Limited, a Canadian company, was looking for a LearStar 600 project, looking for a “breakthrough product” that it could rely on in business development. Lear was hired as a consultant. The final decision of the company’s management was to be made within a year after confirming the calculated data, forming the necessary order book and receiving approval from the Canadian government to finance the program.

Studies by Canadair showed that in order to ensure a cabin height of 180 cm, the fuselage diameter must be increased by 51 cm; its root part. As a result, the take-off weight increased from the initial 10886 kg to 14742 kg, which required the installation of more powerful Lycoming ALF 502L engines. In addition, after the research conducted in the wind tunnel, it was decided to abandon the low-lying horizontal tail, as Lear suggested, and to apply the T-shaped tail.

Lear disagreed with these changes, believing that this would destroy the pure aerodynamic forms of the aircraft he designed, and called the Fat Albert version of the Canadair company. However, the parties managed to find a compromise: Canadair and Lear Avia will develop aircraft designs based on a 274 cm cabin, which Canadian experts considered mandatory, after which Canadair President Fred Kearns will make the final choice of the project. build a prototype. Lear lost this fight – his new project, called Allegro, was rejected by “Canadair”. On October 29, 1976, the program was officially launched, and in March 1977 the company announced that the new aircraft would receive the designation CL-600 Challenger (CL – from “Canadair Lear”). At that time, there were orders for 50 aircraft, the catalog price of the machine was 4.275 million Canadian dollars.

On May 25, 1978, the first of the three pre-production Challenger (C-GCCR-X) was removed from the Canadair workshop in Cartierville (Montreal area). The plane took to the air on November 8, 1978 – just two years after the start of the program, the car was piloted by the senior test pilot “Canadair” Dag Adkins. Initially, the aircraft received the Avco Lycoming ALF 502N engines — the delivery of the ALF 502L engines with a static 31.4 kN thrust was delayed. On December 27, after completing 27 flights and flying 50 flight hours, Challenger flew over to a test center in Mojave, California.

By the beginning of March 1979, a number of changes were made to the aircraft according to the results of the first test phase, including smaller elevators and modification of the fuel system. Finally installed and engines ALF 502L.

On March 17, the second Challenger was flown in Montreal, a little later he joined the first in the center in Mojave, and on July 14, a third aircraft was added to them. The first production aircraft, the sixth glider in a row, made its first flight on September 21, 1979.

The flight test program was overshadowed by the loss of the first pre-production aircraft — on April 3, 1980, during tests to investigate the causes and methods of eliminating the deep flow disruption, a catastrophe occurred, and the captain died. Certification of the aircraft, which had flown 1300 flight hours by that time, was completed in Canada on August 1, 1980, and the certificate of the American FAA was received on November 7. As expected, the main orders for the Challenger came from the United States, although there were customers in Europe and the Middle East.

Modifications

During the 1980s, Canadair announced two new Challenger modifications: the extended CL-610 Challenger E with two inserts into the fuselage with a total length of 2.7 meters, thanks to which the capacity increased from 19 to 24 passengers, as well as a new wing of increased scope, more powerful General Electric CF34-1A engines at 40.7 kN and increased fuel capacity to 13044 l, which made it possible to increase the maximum flight range at a cruising speed of 879 km / h and a payload of 907 kg to 7686 km; the second option is the CL-601 – the overall base Challenger, but with CF34 engines.

Performance

However, the first option, the Challenger E, was not implemented, but the insufficient performance of the Challenger aircraft equipped with ALF 502 engines contributed to the fastest development and launch of the CL-601 modification series equipped with General Electric engines and received distinctive winglet wings at the ending. The ninth serial Challenger 600 as an experiment was equipped with 1.2 m high winglets; the modified aircraft made the first flight on November 13, 1981. By that time, the Canadair management, based on the results of wind tunnel tests and computer simulations, decided to equip the Winglets with all new Challenger 601, and then they were also offered for installation on previously released Challenger 600 airplanes (a modified version was designated Challenger 600S) .

By August 2009, 784 Challenger aircraft had been delivered, mass production and improvement continued.

Bombardier Challenger 600 modifications:

  • CL-600 (1A11)
  • CL-601
  • CL-604 (2B16)
  • CL-605
  • CL-650

Also:

  • CL-600
  • CL-600S
  • Canadair CC-144
  • Canadair CE-144
  • Canadair CX-144

Circa 1974, Bill Lear conceptualised the LearStar 600 business jet powered by Garrett TFE731-1s. As Lear lacked the capabilities to launch it, Canadair backed it at the end of 1975.

Canadair evolved the design to a large airframe with a new supercritical wing, new avionics and engines, for new FAR part 25 standards: an ambitious task. In April 1976, Canadair acquired the 63 by 53.3 ft (19.2 by 16.2 m) long and wide LearStar 600 concept: the most attractive Mach 0.85, 7,240 km (3,910 nmi) range executive jet for 14 passengers, then a freighter for a 3,400 kg (7,500 lbs) payload with a front door, or a less interesting commuter airliner for 30 passengers in 2-1 seating.

https://en.wikipedia.org/wiki/Bombardier_Challenger_600_series

Jet588 - Bombardier Challenger 600 for sale

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