AOPA Turbine Pilot Magazine - November 2018 - T-6

TURBINE PILOT

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Challenger 605
Cabin comfort and dispatch reliability
BY PETER A. BEDELL

T-6 | AOPA PILOT November 2018

SPEC SHEET

A NetJets pilot said he plans on 2,500 pounds of fuel burn the
first hour and 2,200 pounds per hour after that. He typically flies
at Mach 0.80 on passenger flights and Mach 0.78 for ferry/repositioning flights. Maximum range is 4,000 nautical miles, but that
requires flying slower than many passengers want and landing with
less reserve than most pilots are willing to accept. Figure on 3,700nm range at Mach 0.80. Three auxiliary tanks in the rear of the
airplane allow for the long range, but add to operations complexity.
Challengers are regarded for bringing large-cabin comfort to
budget-conscious owners. While the 605 lacks the performance of
some of its competitors, those enjoying the ride in the back aren't
likely to care. And with its watch-like reliability, the 605 probably
won't ever leave you stranded.
Vref values a 2007 Challenger 605 at $8.3 million and a 2015
model at $16 million.
AOPA
PETER A. BEDELL is a pilot for a major airline and is type rated in

the Canadair CRJ, among other aircraft.

MIKE FIZER

CAN YOU BELIEVE it has been nearly 40 years since the
Bombardier (formerly Canadair) Challenger burst onto
the scene with its wide-body, flat-floor cabin that spawned
the popular Canadair Regional Jet, more popularly known
as the CRJ? It's a design that has stood the test of time.
The Challenger 605 is the design's fifth generation
and debuted with the 2007 model year. A progressive
modernization of the Challenger 604, the 605's biggest
upgrades were seen in the form of new avionics and interior improvements. It was produced until model year 2015,
when it was superseded by the Challenger 650.
Up front, the 605 features Rockwell Collins Pro Line
21 avionics with 55 percent more display space on its four
10-by-12-inch LCD screens than was found in the 604.
The new layout supports graphical weather and charting
capabilities. In addition, the Pro Line 21 suite is a big reason why Bombardier was able to shave 200 pounds off the empty
weight of its predecessor. Head-up display, a third flight management system, and XM radio are popular options.
But the big story with Challengers is the back of the airplane.
The restyled cabin adds slightly more volume, despite having the
same fuselage dimensions of its predecessor. The 8-foot, 2-inch cabin
width is achieved by slimming down the interior walls. Larger windows add to the perception of roominess. Although several interior
configurations exist, the galley is always up front with the lavatory in
the rear. Cabin noise levels are notably low despite the thinner walls.
"The lav is the size of a New York [City] apartment," said a NetJets
pilot who flies a 605. That diminished the size of the club seating section somewhat, but by any measure, the 605 is a large-cabin airplane
that is highly regarded by passengers. As expected for an airplane
capable of eight-hour flights, seats can be converted to sleeper beds.
Anemic high-altitude climb rate is a trait of Challengers, and the
605 also fits that description-just not as much as previous versions.
These airplanes have small wings and, on warm days, cruise altitudes may be limited to the low 30s depending on weight. Once in
cruise, operators typically fly at Mach 0.78 to 0.80. As for handling
qualities, Challengers will never be mistaken for Lears or Falcons.
Control feel is numb and heavy. That's OK since pilots utilize the
autopilot and standard autothrottles most of the time, anyway. Be
careful in strong crosswinds as there's not much wing tip clearance.
Runway performance also has been the bane of the slatless
Challengers, but the 605 is improved with its lower weight and higher
thrust. Balanced field length at sea level and standard conditions is
5,840 feet, which limits the Challenger's access to many smaller airports. On a 77-degree Fahrenheit day at 5,000 feet msl, the 605 needs
more than 9,000 feet of runway at maximum takeoff weight.

AOPA Turbine Pilot Magazine - November 2018

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