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Performance
Table
The following figures apply only to
the newest Challengers and engines.
Performance of older airplanes and engines will not achieve these
levels.
Challenger
II
Performance |
Long
Wing |
Clip
Wing |
 |
|
|
|
| Vne |
This never exceed speed is very
high for ultralight aircraft. |
100 mph |
120 mph |
| Top Level Speed |
With a top speed of 96 mph and a
stall of 24 mph, the long wing Challenger delivers an impressive
high end without sacrificing friendly, low speed approaches and
handling. A 4 to 1 speed range is unusually wide, few general
aviation aircraft can exceed 2.8 to 1. |
96 mph |
100 mph |
| Cruise Speed |
Low drag tandem seating, an engine
tucked out of the slipstream, and attention to streamlining
result in an unusually high cruise speed. Few if any designs can
deliver this speed with such an economical engine. |
35-85
mph |
40-90
mph |
Stall Speed
flaperons extended
(solo/dual) |
The Challenger's large wing area
and low weight result in a very low speed and exceptionally
gentle stall. This is key to short field performance and is an
important safety feature. It also contributes to the long wing
Challenger's unequalled soaring capability. |
24/28
mph |
32/37
mph |
|
|
|
|
Rate of Climb
(solo/dual) |
The rate of climb is very strong
by any standard. This together with a climb speed in the low 40s
means the plane goes forward quite slowly while going up quite
quickly, resulting in a helicopter-like angle of climb! Getting
out of short fields (and lakes) is a snap. |
1,100 /
750 fpm |
1,000 /
650 fpm |
Service Ceiling
(solo/dual) |
Most people think of ultralights
as only flying low, near the ground. The Challenger goes high
too, up into oxygen country. The heated cabin takes the nip out
of the thin air found at these exalted altitudes. |
14,000 /
12,500 ft |
14,000 /
12,500 ft |
|
|
|
|
| Glide Ratio |
The glide ratio of Challengers is
excellent by powered aircraft standards. From 5000 feet you can
glide 11 miles with the engine off! Key to the unique soaring
capability of the long wing are the low drag tandem seating and
low wing loading, which result in a low sink rate, plus the low
stall speed, which permits very small diameter turns in the
thermal's core. |
11 to 1 |
9 to 1 |
Minimum Sink
(solo/dual) |
Engine off, the long wing
Challenger drifts down at an unusually gentle rate, taking a
full quarter hour to reach the ground from 5000 feet. Apart from
aiding soaring, this low sink rate has obvious safety benefits. The
clip wing sinks faster than the long wing but is still very
gentle by General Aviation standards. |
350/450
fpm |
500/600
fpm |
|
|
|
|
Takeoff
& Landing |
The large wing and light weight
together with the high power-to-weight ratio give great STOL
performance. |
75-200
ft |
125-250
ft |
Maximum
Crosswind |
The crosswind capability of the
Challenger actually equals or exceeds that of many General
Aviation aircraft. As an example, the Cessna 172 has a crosswind
capability of 17 mph. Puddlejumper amphibious floats have a
steerable nose wheel which allows Challengers so equipped to
retain their crosswind capabilities. |
20 mph |
30 mph |
|
|
|
|
Fuel
Consumption |
Few two-seat aircraft are as
miserly on fuel. Challengers can use auto gas, avgas or marine
gas, which may be intermixed. Most owners prefer auto gas
because it keeps costs to a minimum. |
2.0-4.5
USgph |
2.0-4.5
USgph |
Endurance
no reserve
(10 / 15 USgal) |
Endurance depends of course on how
fast you want to cruise - low and slow for sightseeing or
blistering along to get somewhere soon. The factory offers a 10
US gallon fuel tank and a 15 US gallon long range tank is
available from a Canadian supplier of Challenger accessories. |
2.2-5.0
/
3.3-7.5
hrs |
2.2-5.0
/
3.3-7.5
hrs |
Range
no wind
no reserve
(10 / 15 USgal) |
Range varies with the size of your
fuel tank, how fast you cruise, how much reserve you allocate
for contingencies, and of course the wind. Non-stop flights of
over 300 miles have been made but it's actually more fun to make
intermediate pit stops and be greeted by groundlings as if
you're a movie star in a Ferrari! |
200
/
300
sm |
200
/
300
sm |
|
|
|
|
Figures are for two-seaters on wheels with standard
fuel and 170 lb. solo pilot.
Numbers assume the Rotax 503 engine and average sea level conditions.
Personal experiences
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Specifications for airplanes are generally
calibrated for ICAO standard Conditions (Sea Level, 15 ºC, Standard
Adiabatic Lapse Rate, etc.)
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Real-world experience in any airplane can vary
substantially with real density altitude.
-
We're happy to report that the 503 Challenger does very
well at our Density Altitudes out west at higher elevations.
Even at +30 ºC and 2500' ASL,
she will outperform almost every airplane at our airport (acrobatic
bi-planes still seem to do a little better!)
-
Over time, we will get a repository going on here for take off and landing
distances off asphalt, grass and water.
-
We have started doing
some measurements in our 503 equipped amphibian at Wetaskiwin:
-
2508' ASL, 12 ºC, 5 Knot
wind, C-IJBN (503), 60x44 GSC, with Amphib PuddleJumpers, at
close to full gross, off grass: 5' AGL and
climb attitude at 55mph @ just over 600 feet ground run. Down and stopped in less
with no brakes.
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2508' ASL, -20 ºC, Calm Winds,
C-IJBN
(503), 6-x44 GSC, on wheels, solo, half fuel. 1500' AGL by the
far threshold (3500') at 51-55 mph climb speed!
We hope to have our 582 in the air soon so we can get some real
comparatives up here.
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