View source for Engineering:Bombardier Challenger 600 series

{{Short description|Business jet family by Canadair, later Bombardier}}
{{Use Canadian English|date=November 2021}}
<!-- This article is a part of Wikipedia:WikiProject Aircraft. Please see Wikipedia:WikiProject Aircraft/page content for recommended layout. -->
{|{{Infobox aircraft begin
  |name = Challenger 600/601/604/605/650
  |image = File:OH-WII CL604 pvt (7950005490).jpg
  |caption = A Bombardier CL-604
}}{{Infobox aircraft type
  |type = Business jet
  |manufacturer = Canadair<br />Bombardier Aerospace
  |designer=
  |first flight= 8 November 1978
  |introduced=
  |retired=
  |status = In production
  |primary user=
  |more users=
  |produced= 1980–present<ref name=Flight12oct2018/>
  |number built= 1,066 (October 2018)<ref name=Flight12oct2018>{{cite news |url=https://www.flightglobal.com/news/articles/nbaa-business-jet-designs-that-changed-the-industry-452471/ |title=NBAA: Business jet designs that changed the industry |date=12 October 2018 |author=Murdo Morrison |work=FlightGlobal}}</ref>
  |variants with their own articles=
  |developed into= Bombardier CRJ100/200<br />[[Engineering:Bombardier Global Express|Bombardier Global Express]]
}}
|}

The '''Bombardier Challenger 600 series''' is a family of business jets developed by Canadair after a Bill Lear concept, and then produced from 1986 by its new owner, Bombardier Aerospace.
<!--Development-->
At the end of 1975, Canadair began funding the development of LearStar 600, and then bought the design for a wide-cabin business jet in April 1976.<!--ref name=Upton2007--><!--ref name=Flight12aug1978-->
On 29 October, the programme was launched, backed by the Canadian federal government, and designed to comply with new FAR part 25 standards.<!--ref name=Upton2007-->

In March 1977, it was renamed the Challenger 600 after Bill Lear was phased out, and the original conventional tail was changed for a [[Engineering:T-tail|T-tail]] among other developments.<!--ref name=Upton2007-->
The first prototype was rolled out on 25 May 1978, and performed its maiden flight on 8 November.<!--ref name=Upton2007-->
The [[Engineering:Flight test|flight test]] program saw a deadly crash on 3 April 1980, but Transport Canada approved the CL-600 type certification on 10 August 1980.

In 1986, Canadair was close to [[Finance:Bankruptcy|bankruptcy]] and was bought by Bombardier.<!--ref name=Flight25Nov2018-->
The jet was later stretched into the Bombardier CRJ regional airliner, introduced on 19 October 1992, and the longer range [[Engineering:Bombardier Global Express|Global Express]], introduced in July 1999.
The 500th Challenger was rolled out in May 2000,<!--ref name=Flight10oct2018/--> and the 1000th was delivered to NetJets in December 2015.
By October 2018, 1,066 aircraft had been built.<!--ref name=Flight12oct2018/-->

<!--design-->
The Challenger is a low-wing jet powered by two turbofans mounted in aft fuselage pods, with a supercritical wing and a stand-up cabin with two seating sections.
<!--Variants-->
The original [[Engineering:Lycoming ALF 502|Lycoming ALF 502]] turbofans were replaced by a pair of [[Engineering:General Electric CF34|General Electric CF34]]s on the CL-601, which also gained winglets, and first flew on 10 April 1982.<!--ref name=Flight29May1982-->
Subsequent variants have updated systems, avionics, and higher weights.

==Development==
===Origins===
[[File:Learstar-600.jpg|thumb|Initial LearStar 600 concept, with conventional tail]]
Around 1974, American aviation inventor Bill Lear conceptualised the LearStar 600, a low-wing, long-distance business jet, which was powered by a pair of [[Engineering:Garrett TFE731|Garrett TFE731]]-1 [[Engineering:Geared turbofan|geared turbofan]] engines and equipped with a supercritical wing.<ref name=Upton2007/><ref name=Flight12aug1978>{{cite magazine |author= Mike Hirst |url= https://www.flightglobal.com/pdfarchive/view/1978/1978%20-%201521.html |title= Challenger |magazine= Flight International |date= 12 August 1978 |pages= 470–478}}</ref> Lear lacked the capabilities to launch such an aircraft,  thus sought out other agencies to collaborate with to both produce and sell it, including the {{wipe|Canada}} aerospace manufacturer Canadair. According to authors Ron Picklet and Larry Milberry, Canadair's top management were of the opinion that Lear's concept was sketchy at best.<ref name="Pickler and Milberry p. 263">Pickler, Ron and Larry Milberry. ''Canadair: The First 50 Years.'' Toronto: CANAV Books, 1995. {{ISBN|0-921022-07-7}}. p. 263.</ref> Lear did not have an expert grasp of aeronautical engineering;<!--<ref>Logie 1992, p. 57.</ref>--> so far, he had only been able to pay an American aeronautical consultant to undertake very preliminary design explorations.<ref>Logie, Stuart. ''Winging it: The Making of Canadair's Challenger.'' Toronto, Ontario: Macmillan Canada. 1992. {{ISBN|0-77159-145-4}}, p. 55-57.</ref>

Following a study, contrasting the proposed Learstar against rivals such as the Lockheed Jetstar, [[Engineering:Dassault Falcon 50|Dassault Falcon 50]], and [[Engineering:Grumman Gulfstream II|Grumman Gulfstream II]], Canadair decided to give its backing to the idea near the end of 1975.<ref name=Upton2007/><ref name=Flight12aug1978/> According to aerospace industry publication ''Flight International'', the programme was viewed by many Canadians as a step towards developing a privately driven high-technology aviation industry that would compete at a global level.<ref name=Flight12aug1978/> Perhaps more importantly, the Canadian government had issued a demand that Canadair become self-sufficient, thus the company wanted to depend less upon [[Finance:Subcontractor|subcontracting]] arrangements with other firms, such as France's Dassault Aviation and America's [[Company:Boeing|Boeing]], or providing support packages for existing aircraft for which they had already ended production, such as the [[Engineering:Canadair CF-5|CF-5]] fighter. Canadair felt a need to prove its ability to independently develop original high-tech projects at this time.<ref name=Flight12aug1978/>

Canadair planned to use Lear's name and skills at self-promotion to secure extensive financial guarantees for a business-jet project from the Canadian federal government.<ref name="Pickler and Milberry p. 263"/> This proved an effective choice: Future Prime Minister Jean Chrétien specifically refers to the effect of personal contact with Lear on his decision to direct financial support to Canadair's program.<ref>Low, Stephen. ''Challenger: An Industrial Romance'' [http://www.nfb.ca/film/challenger_an_industrial_romance/ (16 mm, 57 min 23, sound, colour film).] Montreal: The National Film Board of Canada, 1980.</ref> At the time of these events, Chrétien was successively president of the Treasury Board, minister of Industry, Trade, and Commerce, and minister of Finance, in the Canadian government. Due to the use of [[Finance:Letter of comfort (contract law)|letters of comfort]], the extent of the ministry's financial commitments for Canadair could be kept from parliament and the public for several years.<ref>''Report of the Auditor General of Canada to the House of Commons'' for the fiscal year ended March 31, 1982, para. 10.95 to 10.100.</ref> These financial guarantees were later used as an academic example of insufficient monitoring and lax controls in government support of industry.<ref>Borins, Stanford F. and Lee Brown. ''Investments in Failure.'' New York: Raven Press, 1987. {{ISBN|0-458-80340-5}}.</ref>

In April 1976, Canadair acquired the LearStar 600 concept. By then it was {{cvt|63|ft|m}} long, and {{cvt|53.3|ft|m}} wide, and capable of a maximum speed of Mach 0.85 and a range of {{cvt|7,240|km|nmi}}. As an executive jet, it had sufficient capacity for 14 passengers. In a freighter configuration, it had a 3,400&nbsp;kg (7,500&nbsp;lb) payload capacity, loaded and unloaded through a forward door. As a commuter airliner, it could seat up to 30 passengers in a 2–1 seating configuration.<ref name=Upton2007/> Canadair developed the design into a large airframe, furnished with a new supercritical wing design, new avionics and engines, as well as for compliance with new FAR part 25 standards.<!--<ref name=Upton2007/>--> The configuration was frozen in August and a 1/25 model was tested in the National Aeronautical Establishment transonic [[Physics:Wind tunnel|wind tunnel]].<ref name=Upton2007/> Reportedly, in excess of 1,800 hours of wind tunnel testing were performed upon the supercritical wing alone.<ref name=Flight12aug1978/>

===Launch===
Backed by the federal government, the programme was launched on 29 October 1976 with firm orders and deposits for 53 aircraft.<ref name=Upton2007/> Within the next two years, roughly 2,500 employees were involved in designing the aircraft.<ref name=Flight12aug1978/> Changes to the original Learstar configuration had been made on the run up to the launch, such as the conventional tailplane being substituted for a [[Engineering:T-tail|T-tail]] counterpart after the former was found to be in the path of the engine's exhaust flow, the relocation of fuel storage to the wings, and multiple increases of the aircraft's gross weight.<ref name=Upton2007/><ref name=Flight12aug1978/> Following disagreements over the direction of the programme, Bill Lear was phased out of involvement. In March 1977, the aircraft was renamed the Challenger 600.<ref name=Upton2007/> Reportedly, following his disassociation with the venture, Lear referred to Canadair's revised design as ''Fat Albert''.<ref name=Flight12aug1978/> Following Lear's death in May 1978, Canadair paid an estimated $25 million to his estate for his contribution to the programme.<ref name=Flight12aug1978/>

Due to the expansion of the design, the original powerplant configuration became untenable. Engine manufacturer [[Company:Lycoming Engines|Lycoming]] proposed developing a new model, the [[Engineering:Lycoming ALF 502|Lycoming ALF 502]]L, which Canadair's design team accepted for the enlarged Challenger, and around which drew up its general arrangement.<ref name=Flight12aug1978/> The type's wide cargo door had been designed in response to the needs of [[Company:FedEx|FedEx]], the type's original launch customer, having placed an order for 25 aircraft.<ref name=Upton2007/> FedEx had experienced problems with the [[Engineering:General Electric CF34|General Electric CF34]] engines, and favoured the Lycoming ALF 502D, instead. Those later had delivery troubles and lacked performance.<ref name=Upton2007/> Reportedly, FedEx converted most of its orders into the Challenger's stretched version, intending to carry up to 12,500&nbsp;lb of freight at a time using them.<ref name=Flight12aug1978/> FedEx ultimately opted to cancel its orders due to the US [[Finance:Airline Deregulation Act|Airline Deregulation Act]], and the specific aircraft that were already in production were sold to other customers instead.<ref name=Upton2007/>

By the spring of 1977, Canadair had received over 70 firm orders and had begun constructing three prototypes.<ref name=Upton2007/> A $70 million loan was borrowed from European sources to help finance the programme, which lessened the financial burden on the Canadian government.<ref name=Flight12aug1978/> A full-scale fuselage [[Mockup|mockup]] was displayed at the 1977 Paris Air Show before a European and North American tour. 106 were sold by the end of 1977.<ref name=Upton2007/> In late 1977, in the face of criticism that the project would not be capable of producing an aircraft fulfilling the performance guarantees made, Canadair officials had commented that they expected the first flight to occur in 1978, and that initial deliveries had been scheduled to begin during September 1979. ''Flight International'' noted that even prior to the prototype's first flight, the type had already made a noticeable impact upon the competition, including the launch of the [[Engineering:Cessna Citation III|Cessna Citation III]] and Grumman Gulfstream III.<ref name=Flight12aug1978/>

By early March 1978, the first prototype was almost finished and the assembly of the two other had debuted.<ref name=Upton2007/> Destined to control handling qualities and test flight performance, it was formally rolled out on 25 May 1978. 116 orders were confirmed 19 months after go-ahead.<ref name=Upton2007/> By this point, production [[Engineering:Jig (tool)|jigs]] allowing for a production rate of up to seven Challengers per month had been established, ready for quantity production to proceed.<ref name=Flight12aug1978/> Airframe structural testing began in February 1979. Operational test cycling started in December 1979, simulating 72,638 flight hours by February 1985, while its predicted lifetime was 30,000 hours.<ref name=Upton2007/>

===Flight test phase===
[[File:Canadair CL-600-1A11 Challenger 600, Bombardier AN1006238.jpg|thumb|The third prototype was reused as the {{abbr|ACT|Active Control Technology}} [[Fly-by-wire|fly-by-wire]] demonstrator.<ref name=Upton2007>{{cite web |publisher= Canada aviation museum |title= Canadair CL-600 / 601 / 604 Challenger serial 1003, registration C-GCGT |author= Bill Upton |date= 2007 |url= https://documents.techno-science.ca/documents/CASM-Aircrafthistories-CanadairCL-600Challenger.pdf}}</ref>]]
On 8 November 1978, the prototype aircraft took off for its [[Engineering:Maiden flight|maiden flight]] from Montreal, Quebec. The [[Engineering:Flight test|flight test]] and certification program were conducted at Mojave Kern County Airport instead of Canada due to better weather.<ref name=Upton2007/> The second and third prototypes first flew during 1979. A test flight on 3 April 1980 in the Mojave Desert resulted in disaster. The aircraft crashed due to the failure of the release mechanism to detach the recovery chute after a deep stall, killing one of the test pilots. The other test pilot and the flight test engineer [[Engineering:Parachute|parachute]]d to safety.<ref>{{Cite web|title=The Crash of Challenger #1001|url=https://www.check-six.com/Crash_Sites/Canadair-CGCGRX.htm|url-status=live|access-date=19 September 2012|website=www.check-six.com|archive-url=https://web.archive.org/web/20101020002420/http://check-six.com/Crash_Sites/Canadair-CGCGRX.htm |archive-date=20 October 2010 }}</ref>

The CL-600-1A11 type certification was approved by Transport Canada in August 1980,<ref>{{cite web |url= https://wwwapps.tc.gc.ca/saf-sec-sur/2/nico-celn/c_d.aspx?lang=eng&aprv_num=A-131&ISU_NUM=60&START_DATE=2019-11-22&AUTH_DESC=&DESC=&FRGN_NUM=&aprv_type=TA&PARTS_NUM=&id_num=1189 |title= Certificate A-131 |date= 2019-11-22 |publisher= Transport Canada}}</ref> and by the US Federal Aviation Administration in November 1980.<ref>{{cite web |url= https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/8144c461a8357ac0862584c70081bf7f/$FILE/A21EA_R49.pdf |title= Type Certificate data sheet A21EA |date= November 26, 2019 |publisher= US FAA }}</ref>

The program cost was C$1.5 billion (US${{#expr:1.5*90/120round1}} billion at the time).<ref>{{cite news |title= Bombardier And The Perils Of Government Interference |date= February 21, 2020 |work= Aviation week |url= https://aviationweek.com/air-transport/editorial-bombardier-perils-government-interference}}</ref>

===Further development===
In 1980, the first production model of the Challenger series, the CL-600, entered service with end customers.<ref name=Flight25Nov2018/> Early marketing of the type by Canadair typically contrasted the more spacious cabin offered by the Challenger against its competitors, which typically had more narrow fuselages, and therefore  cramped conditions, as well as the type's fuel economy.<!--ref name=Flight29May1982--> By 1982, while only 10 aircraft had entered service, the company had begun publicising a new model of the aircraft, the CL-601, which was to be powered by a pair of [[Engineering:General Electric CF34|General Electric CF34]] [[Engineering:Turbofan|turbofan]] engines in place of the original models’ Lycoming units. On 10 April 1982, the CL-601 performed its maiden flight.<ref name=Flight29May1982>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201477.html |title= Canadair announces yet another breakthrough in the fight against the high cost of jet fuel |magazine= Flight International |date= 29 May 1982 |page= 1403}}</ref> According to Flight International, the decision to adopt the CF34 engine for the new model was responsible for generating a substantial boom in Challenger sales.<ref name=Flight10oct2018/>

According to ''Flight International'', the slow initial sales of the Challenger heavily contributed to the near-[[Finance:Bankruptcy|bankruptcy]] of Canadair, which was only avoided by the purchase of the company by Bombardier in 1986.<ref name=Flight25Nov2018>{{cite news |url= https://www.flightglobal.com/news/articles/opinion-in-praise-of-the-challenger-453872/ |title= OPINION: In praise of the Challenger |work= Flight International |date= 25 November 2018}}</ref> Bombardier elected not only to continue production of the type, but also  to finance the development of new models and derivatives. This choice was aided by Canadair's design decision to enable the Challenger to be readily stretched from the onset.<ref name=Flight12aug1978/> As of October 2018, the best-selling variant of the Challenger series has been the CL-604, which was launched in 1995. The 500th aircraft was rolled out in May 2000.<ref name=Flight10oct2018/><ref>{{cite news |url= http://aviationweek.com/awin/bombardier-rolls-out-500th-challenger-business-jet |date= 26 June 2000 |title= Bombardier rolls out 500th Challenger business jet |work= Aviation Week Network}}</ref> The 1000th, a 650, was delivered to NetJets in December 2015.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/netjets-first-challenger-650-enters-operational-ser-420260/ |title= NetJets' first Challenger 650 enters operational service |date= 21 December 2015 |author= Kate Sarsfield |work= Flightglobal}}</ref>

According to ''Flight International'', the Challenger 600 has been a foothold in the market for Bombardier, allowing them to more easily develop further business jets, such as the [[Engineering:Bombardier Global Express|Bombardier Global Express]]. Another direct derivative of the Challenger series has been the Bombardier CRJ100 series, a larger [[Engineering:Regional airliner|regional airliner]]. The publication commented that the Challenger family "appears to have a solid future", observing a production rate of two aircraft per month throughout 2018.<ref name=Flight25Nov2018/>

==Design==
[[File:Canadair CL-600-2B16 Challenger 605, Bombardier AN1445479.jpg|thumb|The Challenger stand-up, flat floor cabin]]
[[File:Canadair CC-144B Challenger (CL-600-2A12-601), Canada - Air Force AN0617967.jpg|thumb|The Challenger (here a {{wipe|Royal Canadian Air Force}} CC-144) has a swept wing, a T-tail and two aft-mounted turbofans]]

The Challenger is a twin-engined business jet, described by ''Flight International'' as being a "miniaturised twinjet airliner in every respect".<ref name=Flight12aug1978/> While the Challenger is generally similar in configuration to previous aircraft of its type, some of its features stand out; for example,  a widened fuselage  allows a "walk-about cabin". The Challenger was also one of the first business jets to be designed with a [[Engineering:Supercritical airfoil|supercritical wing]]. The wing was referred to by Canadair as being one of the aircraft's most advanced features.<ref name=Flight12aug1978/> It is also capable of performing short takeoffs while maintaining the speed and comfort levels normally associated with larger jetliners.<ref name=Flight12aug1978/>

The Challenger's wing has been referred to as being a modified NACA symmetrical aerofoil.<ref name=Flight12aug1978/> Akin to other supercritical wings, it features a rounded [[Engineering:Leading edge|leading edge]], an inverted [[Physics:Camber (aerodynamics)|camber]], a blunt [[Engineering:Trailing edge|trailing edge]] and scalloping of the underside. The twin-spar wing box structure spans the entire length of the wing and is compartmentalised to form five internal fuel tanks; these tanks can accommodate up to 14,661&nbsp;lb of fuel, nearly half the aircraft's empty weight.<ref name=Flight12aug1978/> 

The skins of the wings are produced using large milling machines, which in 1978 were claimed to be superior to anything else in North America. Many elements, such as the flaps, [[Engineering:Aileron|aileron]]s, and leading edge, feature conventional construction. Several parts, including the wing/fuselage fairing, flap shrouds, and wingtips, are [[Engineering:Molding (process)|mould]]ed out of [[Chemistry:Kevlar|Kevlar]], as are other elements of the aircraft.<ref name=Flight12aug1978/>

The original CL-600 Challenger was powered by two Lycoming ALF 502L turbofan engines, which were developed specifically for the Challenger.<ref name=Flight12aug1978/> Subsequent models  adopted other powerplants, including the General Electric CF34 engine. The engines are mounted on the rear fuselage close to the aircraft's tail, providing smooth airflow to the engines even when flown at high [[Physics:Angle of attack|angles of attack]], although this was in a lower position than the original LearStar concept had placed them to mitigate unfavourable pitch control characteristics.<ref name=Flight12aug1978/> The engines are fitted with thrust reversers to decrease landing distances. An [[Engineering:Auxiliary power unit|auxiliary power unit]] is also present for starting the engines and providing [[Physics:Air conditioning|air conditioning]] within the cabin while on the ground.<ref name=Flight12aug1978/>

The fuselage comprises three sections&nbsp;— the nose, centre, and tail&nbsp;— which are manufactured separately in their own jigs and joined later on in the production process.<ref name=Flight12aug1978/> It has been designed to be [[Physics:Pressurization|pressurised]] at a maximum differential of 9.3&nbsp;lb/sq in. Various cutouts are present across the fuselage to accommodate various features, such as a large main door on the port side of the aircraft forward of the wing, multiple regulation-compliant [[Engineering:Emergency exit|emergency exit]]s, a baggage hatch on the port-side aft of the wing, and numerous windows.<ref name=Flight12aug1978/> 

The fuselage diameter was designed to accommodate an unobstructed cabin floor, a cabin height of 6&nbsp;ft 1&nbsp;in in the centre section, and space for the wing box, underfloor integral fuel tanks, air ducts, and various control cabling. It was also designed to easily accommodate Canadair's early plans to stretch the fuselage, for which equal-length plugs are installed fore and aft of the centre section to greatly increase the Challenger's capacity.<ref name=Flight12aug1978/>

Various avionics are present in the Challenger. As standard, the CL-600 is furnished with a dual-channel [[Company:Sperry Corporation|Sperry]] SPZ-600 automatic flight control system, incorporating a [[Engineering:Flight director (aeronautics)|flight director]] and [[Engineering:Air data computer|air data computer]]s; more typical to larger commercial aircraft, this system is certifiable for conducting Category 3A automatic landings.<ref name=Flight12aug1978/> The flight control system features significant redundancy, including three individual [[Physics:Hydraulics|hydraulic]] systems; even with complete failure and the loss of one [[Engineering:Actuator|actuator]], a viable level of assisted control over the key flight surfaces remains present. [[Earth:Weather radar|Weather radar]] and Marconi-built solid-state instrument displays are supplied as standard, as well as a [[Company:Rockwell Collins|Collins]]-built radio set; optional long-range, radio-based equipment, such as a [[Physics:High frequency|HF]] radio set and [[Engineering:Very high frequency|VHF]] navigational aids can be installed.<ref name=Flight12aug1978/>

In a standard executive aircraft configuration, the cabin is divided between the forward [[Engineering:Galley (kitchen)|galley]], and two seating sections, which are typically fitted with a four-chair club section followed by either a conference grouping area or divans, along with a lavatory at the aft end.<ref name="BCA25aug2016"/><ref name="Flight12aug1978" /> The chairs are fully reclining and can swivel, while the divans can serve as sleeping accommodation. Early examples feature luxuries such as telephones, lighting controls, and stereo systems; foldaway tables attached to the cabin walls were also installed, along with a pair of wardrobes, one fore and one aft, for storing hand luggage and other small items.<ref name="Flight12aug1978" />

==Variants==
[[File:Canadair CL-600-1A11 Challenger 600 AN1902275.jpg|thumb|Original CL-600s have ALF 502s with full cowlings and do not have winglets, and their tail cones are truncated.]]
[[File:Untitled Canadair 605 Challenger; VP-BKA@ZRH;10.03.2012 (6976549005).jpg|thumb|Later Challengers have winglets and are powered by CF34s with exposed nozzles, and from the pictured CL-605 have streamlined tail cones.]]
===Challenger 600 (CL-600-1A11) ===
;CL-600: Original production version, powered by [[Engineering:Lycoming ALF 502|Lycoming ALF 502L]] turbofans with {{Convert|7500|lbf|abbr=on}} of thrust each, 81 built from 1978 to 1982
;CL-600S: CL-600 with the [[Physics:Wingtip device|winglets]] introduced on the CL-601-1A, three built
;Canadair CC-144: Twelve aircraft were purchased by the {{wipe|Royal Canadian Air Force}} and delivered in 1982, including the CE-144 and CX-144.<ref name="Flight10oct2018">{{cite news |url= https://www.flightglobal.com/news/articles/pictures-four-decades-of-the-challenger-600-series-452536/ |title= PICTURES: Four decades of the Challenger 600 series |work= Flight International |date= 10 October 2018}}</ref> A further seven airframes have been procured from 1982 to 2020. Models CL-600, CL-601, CL-604, and CL-650 have all been procured to fill the role.
;Canadair CE-144: Three electronic warfare (EW) trainers were converted to/from basic CC-144.
;Canadair CX-144: Second prototype, a CL-600-1A11, c/n 1002, was allocated to the RCAF after finishing its test programme. Used at the Aerospace Engineering and Test Establishment (AETE), CFB Cold Lake until retirement in 1993, it is now preserved at the CFB Winnipeg, designated CC-144 in service.

===Challenger 601-1A (CL-600-2A12)===

; CL-601-1A: A refined version with winglets to decrease drag and more powerful [[Engineering:General Electric CF34|General Electric CF34]]-1A turbofans (66 built, including six Canadian Forces CC-144Bs)<ref>.{{cite web |last=Walker |first=R.R. |url=http://rwrwalker.ca/CF_Challenger_detailed.html |title=CC-144 Challenger detailed list |website=Canadian Military Aircraft Serial Numbers, Canadian Armed Forces |date=2006 |access-date=September 19, 2012}}</ref>
; CL-601-1A/ER: 601-1A with additional fuel tank in the tail

===Challenger 601-3A/3R (CL-600-2B16)===
[[File:Canadair CL-600-2A12 Challenger 601 AN2214078.jpg|thumb|The 601 flight deck has a glass cockpit with small [[Engineering:Primary flight display|primary flight displays]].]]
;CL-601-3A: Equipped with General Electric CF34-3A turbofans with a higher flat rating and a [[Engineering:Glass cockpit|glass cockpit]]. First version marketed by Bombardier.
;CL-601-3A/ER: 601-3A with additional fuel tank in the tail
;CL-601-3R: Equipped with General Electric CF34-3A1 turbofans, tail tank made standard

===Challenger 604/605/650===
[[File:VH-URR Bombardier CL-600-2B16 Challenger 604 (6485923771).jpg|thumb|The 604 flight deck has the Pro Line 4 avionics system with larger screens.]]
;{{visible anchor|CL-604}}: Equipped with General Electric CF34-3B turbofans, added saddle tanks for increased fuel capacity, new undercarriage for higher takeoff and landing weight; structural improvements to wings and tail, new [[Company:Rockwell Collins|Rockwell Collins]] Pro Line 4 avionics system
;CL-604 MMA: (Multi-Mission Aircraft), militarized version, developed by Field Aviation,<ref name="CasrChallengerDane">[http://www.casr.ca/id-arcticviking-challenger.htm "Update: Denmark's Arctic Assets and Canada's Response — Danish Air Force Aircraft on a Mission over Canada's High Arctic."] {{webarchive|url=https://web.archive.org/web/20090709185835/http://www.casr.ca/id-arcticviking-challenger.htm |date=2009-07-09 }} ''Canadian American Strategic Review,''July 2009. Retrieved: September 19, 2012.</ref> in {{wipe|Denmark}} service.<ref name="CasrChallengerDane" /> The aircraft are employed on maritime patrol and search and rescue missions. They are capable of landing on the short, rough, gravel airstrips common in the Arctic.<ref name="CasrChallengerDane" />
;C-143A: A single Challenger 604 aircraft was acquired by the United States Coast Guard in December 2005 as its new medium-range command-and-control aircraft.<ref>Parsch, Andreas. [http://www.designation-systems.net/usmilav/412015-L(addendum).html#_Note_C143A "DOD 4120.15-L – Addendum."] ''designation-systems.net,'' 2011. Retrieved: September 19, 2012.</ref>

Built from 1996 through 2006, over 360 were delivered. Early ones were selling for $4.0–$4.5 million and late models for less than $8 million in 2016.<!--<ref name=BCA25aug2016>-->
With {{cvt|27,000 to 27,100|lb}} [[Engineering:Operating empty weight|operating empty weight]]s, it carries six or seven passengers and full fuel with the increased MTOW. It is able to cruise for 7.5–8.0 hrs at Mach 0.80 and to fly five passengers 4,000&nbsp;nm at Mach 0.74 up to FL 410.<!--<ref name=BCA25aug2016>-->

Thrust lapse as altitude increases, hefty power, and [[Physics:Wing loading|wing loading]]s affects hot-and-high performance. It takes off in  {{cvt|3,500 to 4,000|ft}} for under {{cvt|800|nmi}} missions, in {{cvt|5,684|ft}} at MTOW and sea level. In {{cvt|9,123|ft}} at ISA+20C and {{cvt|5,000|ft}} altitudes, TOW is reduced to {{cvt|47,535|lb}} to meet climb requirements.<!--<ref name=BCA25aug2016>-->

Pro Line 4 avionics include six {{cvt|7.25|in|cm}} [[Engineering:Cathode ray tube|cathode ray tube]]s and dual [[Engineering:Flight management system|Flight management system]]s.<!--<ref name=BCA25aug2016>-->
It burns {{cvt|3,800|lb}} in the first hour, {{cvt|3,200|lb}} in the second hour, {{cvt|2,800|lb}} in the third hour then {{cvt|2,000|lb}}/hr.<!--<ref name=BCA25aug2016>-->
Scheduled maintenance is done every 200 h or six months, and major inspections are made every 96 months, and includes $110,000 landing-gear overhauls, the {{cvt|8,729|lbf|kN}} CF34-3B turbofans cost $375 per engine per hour.<ref name=BCA25aug2016>{{cite news |url= http://aviationweek.com/business-aviation/used-aircraft-report-challenger-604 |title= Used Aircraft Report: Challenger 604 |date= Aug 25, 2016 |author= Fred George |work= Business & Commercial Aviation |publisher= Aviation Week}}</ref>

[[File:Canadair CL-600-2B16 Challenger 605, Bombardier AN1426362.jpg|thumb|The 605 flight deck has the Pro Line 21 avionics system with electronic flight bag capability and even larger screens.]]
;CL-605: Following a first flight in January 2006,<ref>{{cite press release |url=https://bombardier.com/en/media/news/bombardier-challenger-605-executes-flawless-first-flight|date=January 23, 2006|title=Bombardier Challenger 605 Executes Flawless First Flight|work=Bombardier}}</ref> the Challenger 605 was certified and introduced in early 2006. Compared to the Challenger 604, the airframe was updated with larger cabin windows and a new tail cone, and the flight deck was updated with the Collins Pro Line 21 system with [[Engineering:Electronic flight bag|electronic flight bag]] capability. The 200th Challenger 605 entered service in October 2012.<ref>{{cite press release|url=https://bombardier.com/en/media/news/bombardiers-200th-challenger-605-jet-enters-service|date=October 31, 2012|title=Bombardier's 200th Challenger 605 Jet Enters Service|work=Bombardier}}</ref>
;CL-605 MSA: A maritime patrol aircraft design under development by Boeing.<ref>Hemmerdinger, Jon. [http://www.flightglobal.com/news/articles/boeing39s-challenger-based-maritime-surveillance-aircraft-nears-first-394743/ "Boeing's Challenger-based maritime surveillance aircraft nears first flight."] ''flightglobal.com'', January 10, 2014. Retrieved: January 16, 2016.</ref>  Boeing has proposed a repackaging of some of the [[Engineering:Boeing P-8 Poseidon|Boeing P-8 Poseidon]] sensors but not weapons into a less expensive airframe, the Bombardier Challenger 605 business jet.<ref>Gates, Dominic. [http://seattletimes.com/html/businesstechnology/2023057059_boeingmsaxml.html "Boeing's cheaper surveillance aircraft takes first flight."] ''Seattle Times'' (seattletimes.com), March 5, 2014. Retrieved: January 16, 2016.</ref> This aircraft is named Maritime Surveillance Aircraft (MSA) and has been depicted with the AN/APY-10 radar, an electro-optical sensor in a retractable turret, and a magnetic anomaly detector.<ref name=CASR201307>[http://www.casr.ca/ai-boeing-msa-challenger.htm  "Maritime Surveillance Aircraft: Boeing selects a Bombardier 'Bizjet', the Challenger 605, as the preferred airframe for its proposed MSA."] {{webarchive|url=https://web.archive.org/web/20130923070241/http://www.casr.ca/ai-boeing-msa-challenger.htm |date=2013-09-23 }} ''Canadian American Strategic Review'', July 2013. Retrieved: January 16, 2015.</ref> In February 2014, a MSA demonstrator, which is a modified CL-604, made its first flight. The final aircraft will use the CL-605 airframe.<ref>[http://boeing.mediaroom.com/Boeing-Selects-Bombardier-Business-Jet-for-Maritime-Surveillance-Aircraft-Program  "Boeing Selects Bombardier business jet for Maritime Surveillance Aircraft Program."] ''Boeing'' boeing.mediaroom.com, November 18, 2013. Retrieved: January 16, 2016.</ref><ref>[http://www.aviationtoday.com/av/military/Boeings-MSA-Demonstrator-Proves-Airworthy_81556.html "Boeing's MSA demonstrator proves airworthy."] {{Webarchive|url=https://web.archive.org/web/20140306014120/http://www.aviationtoday.com/av/military/Boeings-MSA-Demonstrator-Proves-Airworthy_81556.html |date=6 March 2014 }} ''Aviation Today'' (Access Intelligence, LLC.), March 5, 2014. Retrieved: January 16, 2016.</ref> The demonstrator currently has the external shapes for the sensors and communications systems which will be added later. The final MSA is expected to cost $55 million to $60 million per aircraft.<ref>Hemmerdinger, Jon. [http://www.flightglobal.com/news/articles/field-aviation-achieves-first-flight-of-boeing39s-maritime-surveillance-396659/ "Field Aviation achieves first flight of Boeing's Maritime Surveillance Aircraft.'] ''flightglobal.com'' (Reed Business Information), March 5, 2014. Retrieved: January 16, 2016.</ref>

The 605 and 650 improve the avionics and cabin, but their performance figures are similar to the 604.<ref name=BCA25aug2016/>

===Challenger 650===
;Challenger 650:  Following a first flight in 2015, the Challenger 650 was certified and introduced in 2015.<ref>{{cite press release|url=https://bombardier.com/en/media/news/bombardiers-challenger-650-business-aircraft-receives-easa-certification|date=March 8, 2016|title=Bombardier's Challenger 650 Business Aircraft Receives EASA Certification|work=Bombardier}}</ref> Compared to the Challenger 605, it has a redesigned interior cabin, Rockwell Collins Pro Line 21 Advanced avionics, similar to the Challenger 350, [[Synthetic vision system]] (SVS) and a 5% increase in takeoff thrust.<ref>{{cite news |url= http://aviationweek.com/nbaa2014/bombardier-refreshes-challenger-605-650 |title= Bombardier refreshes Challenger 605 as 650 |work= Aviation Week |author= John Morris |date= Oct 19, 2014 |access-date= 28 September 2015 |archive-date= 29 September 2015 |archive-url= https://web.archive.org/web/20150929115212/http://aviationweek.com/nbaa2014/bombardier-refreshes-challenger-605-650 |url-status= dead }}</ref> In 2023, its equipped price was $33M.<ref>{{cite news |url= https://infogram.com/bca-table-2023-jets-1ho16vorwrp8x4n |title= Purchase planning handbook - Jets table |date= Second Quarter 2023 |work= Business & Commercial Aircraft}}</ref>

==Operators==

The 500th unit was rolled out in May 2000.<ref>{{cite news|url=http://aviationweek.com/awin/bombardier-rolls-out-500th-challenger-business-jet|date=June 26, 2000|title=Bombardier rolls out 500th Challenger business jet|work=Aviation Week Network}}</ref>
The 1000th, a 650, was delivered to NetJets in December 2015.<ref>{{cite news|url=https://www.flightglobal.com/news/articles/netjets-first-challenger-650-enters-operational-ser-420260/|title=NetJets' first Challenger 650 enters operational service|date=21 December 2015|author=Kate Sarsfield|work=Flightglobal}}</ref>
Including the Challenger 300 and Challenger 850, the 1,600 [[Engineering:Bombardier Challenger|Bombardier Challenger]]s in-service had logged 7.3 million hours and over 4.3 million flights by early 2017.<ref>{{cite press release |url= http://www.businessaircraft.bombardier.com/en/news-events/bombardier-business-aircraft%E2%80%99s-service-centre-network-celebrates-completion-over-200-96 |title= Bombardier Business Aircraft's Service Centre Network Celebrates Completion of over 200 96-Month Inspections on Challenger Jets |date= 17 January 2017 |publisher= Bombardier}}</ref>
As of December 2017, close to 1,100 Challenger 600 Series have been delivered.<ref name=BBD6dec2017>{{cite press release |url= http://www.bombardier.com/en/media/newsList/details.bba_20171205_bombardiers-newest-challenger-jet-models-surpass-si.bombardiercom.html |title= Bombardier's Newest Challenger Jet Models Surpass Significant Delivery Milestones |date= 6 December 2017 |publisher= Bombardier}}</ref>
By October 2018, the global Challenger fleet amounted to 997: of these, 611 were based in North America, 151 in Europe, 93 in Latin America, 78 in Asia-Pacific, 37 in Africa and 23 in Middle East.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/analysis-challenger-600-marks-40-years-in-business-452069/ |title= ANALYSIS: Challenger 600 marks 40 years in business |date= 4 October 2018 |author= Max Kingsley Jones |work= Flightglobal}}</ref>

===Military and government operators===
[[File:ВООПК встреча Королевы Дании (2).jpg|thumb|{{wipe|Royal Danish Air Force}} welcomed by a Russian Army Orchestra]]

{{Columns-list|colwidth=30em|
;{{AUS}}
* Australian Maritime Safety Authority operated by Surveillance Australia
;{{CAN}}
* {{wipe|Royal Canadian Air Force}}: designated as the Bombardier ''CC-144 Challenger'' to transport the Governor General, government officials, foreign dignitaries and the Prime Minister of Canada.
** No. 412 Squadron
** No. 434 Squadron (former)
* Government of Quebec: operates two CL601s (one for medevac).
;{{CHN}}
* {{wipe|People's Liberation Army Air Force}}
;{{CRO}}
* {{wipe|Croatian Air Force}} (EMS and VIP Transport)
;{{CZE}}
* {{wipe|Czech Air Force}}: former operator
;{{DEN}}
* {{wipe|Royal Danish Air Force}}
;{{GER}}
* {{wipe|German Air Force}} (seven Challenger 601, retired 2011)
;{{HKG}}
* Government Flying Service: operates two CL605s as part of fractional fleet.
;{{KOR}}
* Korea Coast Guard: operates one CL-604 (B701), outfitted for maritime patrol.<ref>[http://www.airliners.net/photo/South-Korea--/Canadair-CL-600-2B16-Challenger/1877415/L/ "Picture of the Canadair CL-600-2B16 Challenger 604 aircraft."] ''airliners.net''. Retrieved: October 6, 2012.</ref>
;{{PAK}}
* {{wipe|Pakistan Air Force}}: Operates 1 CL-605 version, jointly by PAF and Pakistan Army.
;{{SUI}}
* {{wipe|Swiss Air Force}}: Two CL-604 bought from REGA for air-ambulance duties.<ref name="ai819p6">{{cite magazine |last=van der Mark |first=Kees |title=Swiss Air Force Challengers |magazine=Air International |date=August 2019 |volume=97 |issue=2 |page=6 |issn=0306-5634}}</ref>
;{{UAE}}
* {{wipe|United Arab Emirates Air Force}}: 1 Challenger 650 ordered in February 2019.<ref>{{cite web|last=Martin|first=Jeff|title=United Arab Emirates Air Force to buy new special mission aircraft|url=https://www.defensenews.com/digital-show-dailies/idex/2019/02/20/united-arab-emirates-air-force-to-buy-new-special-mission-aircraft|website=Defense News|access-date=20 February 2019|archive-url=https://archive.today/2019.02.20-211108/https://www.defensenews.com/digital-show-dailies/idex/2019/02/20/united-arab-emirates-air-force-to-buy-new-special-mission-aircraft/|archive-date=20 February 2019|location=Abu Dhabi|date=20 February 2019|url-status=live}}</ref>
;{{USA}}
* United States Army: 2 Challenger 650 ‘ARTEMIS’ ISTAR introduced 2020<ref>{{Cite web|url=https://theaviationist.com/2020/09/27/the-u-s-armys-first-ever-manned-isr-artemis-jet-has-carried-out-missions-over-georgia-and-abkhazia/|title = The U.S. Army's First Ever Manned ISR ARTEMIS Jet Has Carried Out Missions over Georgia and Abkhazia|date = 27 September 2020}}</ref>
* {{wipe|United States Air Force}}
* United States Coast Guard: designated as the Bombardier C-143 Medium Range Command and Control Aircraft (MRC2A),<ref>[http://www.uscg.mil/airstaDC/history.asp "History of Air Station Washington."] ''USCG.'' Retrieved: September 19, 2012.</ref> provides VIP transport for high-ranking members of the Department of Homeland Security and U.S. Coast Guard using the designation ''Coast Guard 02''
}}

===Civilian operators===
[[File:RCEvacFlight.JPG|thumb|Medical evacuation after the 2011 Tōhoku disaster by Rega]]
[[File:Bombardier CL-600-2B16 Challenger 605, Qatar Executive JP6749742.jpg|thumb|Qatar Executive]]
[[File:Aircraft OE-IPZ.jpg|thumb|Zepter International]]

{{Columns-list|colwidth=30em|
; {{ALG}} 
* Khalifa Airways: operates one CL604.
;{{AUS}}
* LifeFlight Australia: operates four CL604s modified for medevac.
* Surveillance Australia: operates four CL604s modified for Search And Rescue (SAR).
;{{CAN}}
* Chartright Air Inc operates two CL-601s, three CL-604s, one CL605 and one CL650.
* [[Company:Shaw Communications|Shaw Communications]]: operates 2 CL604s.
* Sunwest Aviation: operates two CL604s.
*VIH Execujet: operates one CL604.<ref>{{Cite web|url=http://www.vihexecujet.com/challenger/|title=Private Jet Charter In Victoria BC On Vancouver Island Canada|website=VIH Execujet|language=en-US|access-date=2019-11-01}}</ref>

;{{CRO}}
* Croatian Government: former operator

;{{IND}}
* Gujarat operates one CL650 for state executive travel.<ref>{{Cite web|url=https://www.indiatvnews.com/news/india/gujarat-cm-vijay-rupani-new-rs-191-crore-aircraft-bombardier-challenger-650-561747|title='Bombardier Challenger 650': New Rs 191-crore aircraft to carry Gujarat CM, other VIPs|date=6 November 2019}}</ref>
;{{JOR}}
* Arab Wings
;{{MAS}}
* Hornbill Skyways: one CL-605 for state executive flight
;{{PAK}}
* Princely Jets: operates one C604 and one C601-3R
;{{QAT}}
* Qatar Executive: operates three CL605
;{{CHE}}
* Nomad Aviation
* Rega: operates three CL650 for air rescue
* VistaJet Holding SA
;{{THA}}
* Thai Airways: former operator
;{{TKM}}
* Turkmenistan Airlines for government VIPs. Operates two CL-605's<ref>{{cite web |url=http://www.turkmenairlines.com/en/aircraft-fleet |title=Aircraft fleet |website=Turkmenistan Airlines |url-status=dead |archive-url=https://web.archive.org/web/20130822072944/http://www.turkmenairlines.com/en/aircraft-fleet |archive-date=August 22, 2013}}</ref>
;{{UAE}}
* Dana Executive Jets: operates one CL604
;{{UK}}
* Jet Exchange Ltd – CL604 / 605, charter flights
* SkyAngels Air Ambulance operates one CL601-3R for air ambulance missions
; {{USA}}
* Flex Jet operates a few CL604s and CL605s.{{Citation needed|date=September 2023}}
* West Coast Worldwide operates six CL604s.
}}

==Incidents and accidents==
[[File:C-FTBZ Canadair Challenger CL.604 (9143358514).jpg|thumb|Wichita Airport 2000 crash remains]]

By May 2019, the Challenger fleet suffered 17 hull loss accidents, causing 39 fatalities.<ref>{{cite web |url= https://aviation-safety.net/database/types/Canadair-CL-600-Challenger/statistics |title= Canadair Challenger Statistics |work= Aviation Safety Network |publisher= Flight Safety Foundation |date= 6 May 2019}}</ref>

{| class="wikitable sortable"
|-
! Date !! Location !! {{abbr|Fat.|Fatalities}} !! {{abbr|Surv.|Survivors}}
! Accident 
|-
| 2000-10-10 || US, Kansas, Wichita Airport || 3 ||0
| Test flight, impact with terrain during initial climb and post impact fire<ref>{{cite web |url=http://asndata.aviation-safety.net/reports/US/20001010-0_CL60_C-FTBZ.pdf |title=NTSB Aircraft Accident Brief. |archive-url=https://web.archive.org/web/20160108174359/http://asndata.aviation-safety.net/reports/US/20001010-0_CL60_C-FTBZ.pdf |archive-date=2016-01-08 |website=aviation-safety.net |url-status=dead |access-date=January 16, 2016}}</ref>
|-
| 2004-11-28 || US, Colorado, Montrose Airport || 3 || 3
| Crashed during an attempted takeoff
|-
| 2005-02-05 || US, New Jersey, Teterboro Airport || 0 || 14
| Too far forward [[Center of gravity of an aircraft|wing loading]], failed takeoff attempt<ref>[https://aviationweek.com/business-aviation/when-pilots-become-passengers?NL=AW-05&Issue=AW-05_20190322_AW-05_309&sfvc4enews=42&cl=article_4&elq2=cd95c5fe6c6a44179aaec76598d5a7da Albright, James. "When Pilots Become Passengers". Business & Commercial Aviation, 24 May 2017 (accessed 22 March 2019)]</ref>
|-
| 2014-01-05 || US, Colorado, Aspen Airport || 1 || 2
| Pilot error crash after [[Engineering:Landing performance#Headwinds and tailwinds|tailwind landing]] in low-level windshear and gust conditions after a go-around.<ref>{{Cite web|url=https://aviation-safety.net/database/record.php?id=20140105-1|title=ASN Aircraft accident Canadair CL-600-2B16 Challenger 601 Aspen Airport|last=Ranter|first=Harro|website=aviation-safety.net|access-date=7 June 2020}}</ref>
|-
| 2017-01-07 || Oman, above [[Place:Muscat|Muscat]] || 0 || 9
| 9,000&nbsp;ft altitude loss after passing through the [[Physics:Wake turbulence|wake turbulence]] from an [[Engineering:Airbus A380|Airbus A380]], written off due to damage after emergency landing<ref>{{Cite web|url=https://aviation-safety.net/database/record.php?id=20170107-0|title=ASN Aircraft accident Canadair CL-600-2B16 Challenger 604 D-AMSC Muscat, Oman|last=Ranter|first=Harro|website=aviation-safety.net|access-date=18 May 2017}}</ref>
|-
| 2018-03-11 || Iran, [[Place:Zagros Mountains|Zagros Mountains]] || 11 || 0
| Crashed after a partial instrument failure, leading to a loss of control<ref>{{Cite news|url=https://www.nytimes.com/2018/03/11/world/middleeast/turkish-business-jet-crashes-in-iran.html|title=Turkish Plane Crashes in Iran|access-date=March 11, 2018|newspaper=The New York Times|date=2018-03-11|last1=Erdbrink|first1=Thomas}}</ref>
|-
| 2019-05-05 || Mexico, Coahuila || 13 ||0
| Crashed on its return from Las Vegas, Nevada<ref>{{Cite web |url= https://aviation-safety.net/database/record.php?id=20190505-1 |title= Aircraft accident Canadair CL-600-2B16 Challenger 601-3A N601VH Monclava |date= May 6, 2019 |work= Aviation Safety Network}}</ref>
|-
| 2021-07-26 || US, California, Truckee Tahoe || 6 ||  0
| Crashed on approach.<ref>{{cite news |url= https://www.flightglobal.com/business-aviation/challenger-605-business-jet-crashes-in-northern-california/144762.article |title= Challenger 605 business jet crashes in northern California |author= Pilar Wolfsteller |date= 27 July 2021 |work= Flightglobal}}</ref> <ref>{{cite web|url = https://aviation-safety.net/wikibase/265960 |title= ASN Wikibase Occurrence # 265960 |date=July 26, 2021 | work= Aviation Safety Network}}</ref>
|-
|2022-08-10
|England, northeast Hampshire, Farnborough
|0
|10
|Flaps failed shortly after takeoff; uncommanded flap extension during climb and acceleration. Aircraft landed safely.<ref>{{Cite web |title=Safety actions recommended after flaps fail on Challenger 604 during takeoff from Farnborough |url=https://www.globalair.com/articles/safety-actions-recommended-after-flaps-fail-on-challenger-604-during-takeoff-from-farnborough?id=5044 |access-date=2022-09-28 |website=Globalair.com |language=en}}</ref>
|}

==Specifications (Challenger 650)==
[[File:Challeng1.jpg|thumb|Side view]]
[[File:Canadair Challenger 600 (7281327706).jpg|thumb|Planform view]]
{{Aircraft specs
|prime units?=met
<!-- if you do not understand how to use this template, please ask at Wikipedia talk:WikiProject Aircraft -->
|ref= ''Bombardier.''<ref>{{cite web |url= https://businessaircraft.bombardier.com/sites/default/files/Challenger650_EN.zip |title= Challenger 650 Factsheet |publisher= Bombardier |date= 2017 |access-date= 2017-11-07 |archive-url= https://web.archive.org/web/20171107221446/https://businessaircraft.bombardier.com/sites/default/files/Challenger650_EN.zip |archive-date= 2017-11-07 |url-status=dead}}</ref>
|crew= Two (pilot and co-pilot)
|capacity=2,200 kg (4,850 lb) and up to 19 passengers
|length m=  
|length ft= 68
|length in= 5
|span m=  
|span ft= 64
|span in= 4
|height m=  
|height ft= 20
|height in= 8
|wing area sqm= 
|wing area sqft= 489 
|aspect ratio= 8.46
|empty weight kg=
|empty weight lb= 27150 
|max takeoff weight kg= 
|max takeoff weight lb= 48200 
|more general=*'''Fuel capacity:''' 9,072 kg (20,000 lb)
* '''Cabin:''' 1.83 m / 6 ft 0 in high, 2.41 m /  7 ft 11 in wide

|eng1 name= [[Engineering:General Electric CF34|General Electric CF34]]-3B
|eng1 type=[[Engineering:Turbofan|turbofan]]s
|eng1 number=2
|eng1 kn=  
|eng1 lbf= 9,220

|max speed kts=
|max speed kmh=
|max speed mach=0.85
|cruise speed kts= 
|cruise speed kmh=


|range km = 
|range nmi= 4000 
|ceiling m= 
|ceiling ft= 41000 
|wing loading kg/m2=  
|wing loading lb/sqft= 
|thrust/weight= 0.38

|more performance=
* '''Takeoff:''' 1,720 m / 5,640 ft (SL, ISA, MTOW)
* '''Landing:''' 732 m / 2,402 ft (SL, ISA, typical)

|avionics=
}}

==See also==
[[File:Untitled Canadair CL-600-2B16 Challenger 604; D-AMSC@ZRH;08.06.2013 (8990272109).jpg|thumb|Side by side with a Falcon 2000]]

{{aircontent
|see also=

|related=
* [[Engineering:Bombardier CRJ200|CRJ100/200]]
* [[Engineering:Bombardier Global Express|Global Express]]
* [[Engineering:Bombardier Challenger 850|Challenger 800]]
* Challenger 300
|similar aircraft=
* [[Engineering:Dassault Falcon 2000|Dassault Falcon 2000]]
* [[Engineering:Embraer Legacy 600|Embraer Legacy 600]]
|lists=
}}

==References==
{{Reflist}}

==External links==
{{Commons and category|Bombardier Challenger 600}}
* {{cite web|url=http://www.rcaf-arc.forces.gc.ca/en/aircraft-current/cc-144.page|title=CC-144 Challenger|publisher=Royal Canadian Air Force|date=2013-04-10}}
* {{cite magazine|url= https://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202490.html|title= Canadair Challenger in the air|date= 1 August 1981|magazine=Flight International}}
* {{cite news|url=https://www.flightglobal.com/news/articles/flight-test-bombardier-challenger-605-windows-of-223716/|title=FLIGHT TEST: Bombardier Challenger 605 – Windows of change|date=21 May 2008|author=Mike Gerzanics|work=Flightglobal}}
* {{cite web|url=http://tealgroup.com/images/TGCTOC/sample-babac.pdf|title=Bombardier Challenger/Global Series|date=April 2017|author=Richard Aboulafia|publisher=Teal Group}}


[[Category:T-tail aircraft]]
[[Category:Twinjets]]
[[Category:Low-wing aircraft]]

{{Sourceattribution|Bombardier Challenger 600 series}}