Credits:
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AF99/AA Design and Artwork by: Barry Blaisdell
Internet: barrywb@snet.net
Web Site: http://www.flightsimnetwork.com/premaircraft/
Original livery and night textures by Bob May
bob@wem162.worldonline.co.uk
Repainted by Hans U. Hermann (Germany)
E-mail: virtual.birds@gmx.de
This aircraft was created by Barry Blaisdell using AF99 by Abacus Software and consists of a 12 point round fuselage and 3D parts, with Maximum animated control surfaces, moving spoilers and landing gear. Added using Abacus "Aircraft Animator" Ver 1.2b Comml. Rev5 is for FS2000 using BMP Textures with night lighting, new engines with Spinning Fan Blades. Also includes a Steerable Nose Gear, new Nosegear Doors and new Motion Sequences, updated Textures.
Also have a look at Barry Blaisdells website, where you will find more Bombardier Canadair Challenger 601 and 604 at:
http://www.flightsimnetwork.com/premaircraft/
Installation in FS2000:
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Copy the extracted folder to the \FS2000\aircraft directory using WinZip or similar program making sure the paths option is turned on.
The FS2000 Standard Edition Patch #2B Program Should be installed. OR
The FS2000 Professional Edition Patch #2B Program Should be installed.
These are available from microsoft.com and SurClaro
plus other Flightsim sites on the Net.
Panel
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You can find a nice panel for the Challenger 601-3A at the home page of David Durst.
www.japan.co.jp/~durst
email: ddurst@uswest.net
Sound:
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Standardsound. There are no special sounds available for the Challenger 601.
Copyright:
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These data in no matter what shape are for private use only and therefore must not be sold either as single items or as parts of an FS-collection. All elements put togehter are Freeware!
Note:
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Naturally, nobody can guarantee that these data will function properly and that no problems will occur along with installation and usage. We ourselves have no problems at all running this aircraft on our system.
Our FS-models are certified as authentic-VIRTUAL-aircrafts when their originals are or were present in the real Aviation's world rectified by photographs or other documents. The main evidence is the registration number of the aircraft. In case we have expressive pictured documents, comparisons of the originals and the FS-models are made with regard to equalness and differences.
In case an FS-model differs significantly from the original, it will not gain a certificate.
In case precise data about the flights of this certificated plane's original are available, those are provided thereafter:
Federal Aviation Administration (FAA) Canadair Challenger 601-3R with FIAS mods,
photographed by Jarrod Wilkening in the Mike Monroney FAA Center hanger at Oklahoma City - Will Rogers World Airport (OKC) USA - Oklahoma, June 19, 1998
N85 also was seen in Germany at December 22, 2001 in Nuremberg (NUE). Frank Zahorik took a nice picture of the challenger covered with snow on an early winter-morning.
All pictures published at http://www.airliners.net
This aircraft with the Reg.Id N85 is the first of three Challenger 601 operated by the FAA since 2000.
Reg. Version s/n from
N85 CL-601-3R Challenger 5138 1997
N86 CL-601-3R Challenger 5167 1997
N87 CL-601-3R Challenger 5190 1998
(Canadian Forces designations: CC-144, CC-144B and CE-144A)
Type
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Twin-turbofan business, cargo and regional transport.
Type
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Twin-turbofan business, cargo and regional transport.
Aircraft history and current versions
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First flight of first of three prototypes (C-GCGR-X) 8 November 1978;
Challenger 600:
first flight production Challenger 600 with AlliedSignal ALF 502L-2 turbofans 21 September 1979; first customer delivery 30 December 1980;
Total 84 built after certification in 1980 (76 since retrofitted with winglets); 12 delivered to Canadian Department of National Defence as CC-144 (three) and CE-144A (three) (see 1989-90 and earlier Jane's), plus three for coastal patrol, two for general transport and one test aircraft. Production completed with final delivery on 22 June 1983.
Challenger 601-1A:
First flight Challenger 601 with GE CF34s 10 April 1982; First production version to have CF34 engines; first flight 17 September 1982. first 601-1A delivered 6 May 1983; Deliveries (66, including four CC- 144Bs) between 6 May 1983 and 29 May 1987.
Challenger 601-3A:
first flight of prototype 28 September 1986; first 601-3A 6 May 1987 and first 601-3A/ER 19 May 1989; Version with 'glass' cockpit and CF34-3A engines; Canadian and US certification 21 and 30 April 1987; also certified for Cat. II and in 22 other countries; improvements include CF34-3A engines flat rated to 21ºC, and fully integrated digital flight guidance and flight management systems. Total of 134 delivered between 6 May 1987 and 29 October 1993.
Challenger 601-3R:
first flight 601-3R 14 July 1993; Extended range option available on new 601-3As since 1989 (c/n 5135 and onwards) and as retrofit to 601-1As and 601-3As; range increased to 3,585 n miles (6,639 km; 4,125 miles) with NBAA IFR reserves; first flight 8 November 1988; Canadian certification 16 March 1989; tail fairing replaced with conformal tailcone fuel tank which extends fuselage length by 46 cm (1 ft 6 in) and adds 118 kg (260 lb) to operating weight empty; maximum ramp weight increased by 680 kg (1,500 lb). Optional gross weight increase of 227 kg (500 lb). Total of 92 modification kits supplied between March 1989 and October 1993. Challenger 601-3ER, incorporating extended range modifications, CF34-3A1 engines and 20,457 kg (45,100 lb) max T-O weight, was standard production version from 14 July 1993 (first delivery); 59 new-build aircraft delivered by early 1996; no further production.
Challenger 604:
first flight (with CF34-3A engines) 18 September 1994; first flight with definitive CF34-3B engines 17 March 1995. first production flight challenger 604 25 January 1996. Has range of 4,077 n miles (7,550 km; 4,691 miles) at M0.74 and is powered by General Electric CF34-3B engines each rated at 38.8 kN (8,729 lb st) T-O power at ISA + 15ºC. Prototype (C-FTBZ) modified on the production line from a Challenger 601-3R; engineering designation CL-600-2B16; Exploits systems developed in Regional Jet programme. Rockwell Collins Pro Line 4 EFIS; extra 1,242 litres (328 US gallons; 273 Imp gallons) of fuel in aft equipment bay, forward fuselage tank and tail tank. Automatic aft-CG control to reduce trim drag for longer range. New landing gear, carbon brakes and anti-skid system; strengthened tail unit; new wing-to-fuselage and underbelly fairings. Maximum T-O weight 21,863 kg (48,200 lb). Transport Canada certification achieved 20 September 1995; FAA certification 2 November 1995; 100th delivery to a customer was made in mid-1999.
From early 2001 Challenger 604s will be delivered with upgraded Rockwell Collins Pro Line 4 avionics aimed at reducing pilot workload and making the aircraft more compatible with future air traffic environments. Features will include three-dimensional FMS mapping capability; automatic look-up for thrust settings, take-off, approach and landing, weight limits, runway lengths and climb gradients; automatic computation of cruising speeds for maximum range and maximum speed; improved waypoint reporting on North Atlantic routes, automatic generation by FMS of waypoints for fixed search patterns, expanded FDR functions, and extension of autothrottle functions for take-off and landing. The avionics upgrade will also be available for retrofit to earlier Challenger 604s. Detailed description applies to Challenger 604.
Customers
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Challenger certified for operation in 40 countries by 1998. Total of 482 Challengers of all versions delivered (including to completion centres) by end of 1999, including 139 Challenger 604s; 500th Challenger scheduled for delivery in June 2000. By 20th anniversary of first flight (November 1998), 435 Challengers had been delivered and flown 1.4 million hours. Recent customers include the German Air Force VIP-Squadron with 7 Challenger 601 (one phased out and sold), the Royal Danish Air Force, which ordered one in January 1998, plus two options, for delivery from mid-1999; the Korean National Maritime Police, which ordered one in 1999 for delivery in second quarter 2001 for maritime surveillance and SAR duties, with total requirement for up to five; and the Royal Jordanian Air Force, which has ordered two in VIP configuration for delivery during 2000. Annual deliveries have included 33 in 1997, 36 in 1998 and 40 in 1999.
From Jane's "All the Worlds Aircraft" Book and
http://paris.janes.com/aircraftdata/bombardier_chal_604_01.shtmlThe History Of
Flight Inspection in the United States
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Flight inspection has long been a vital part of providing a safe airspace system. The concept is almost as old as the airway system itself. Flight inspection in the U.S. began in function, if not yet in form, with the development of an airway system in the late 1910s and early 1920s. The first U.S. flight inspectors flew surplus open-cockpit biplanes, watching over a steadily growing airway system predicated on airway light beacons to provide navigational guidance. The advent of radio navigation brought an increased importance to the flight inspector, as his was the only platform that could evaluate the radio transmitters from where they were used: in the air. With the development of the Instrument Landing System (ILS) and the Very High Frequency Omni-Directional Range (VOR), flight inspection became the essential element in guaranteeing the safety of the system. Flight inspection developed through various government agencies charged with air safety: the Aeronautics Branch, Bureau of Air Commerce, the Civil Aeronautics Agency, and lastely, the current FAA.
Today, FAA flight inspection routinely inspects thousands of navaids and instrument procedures, including ILS, MLS, VOR, DME, TACAN, GPS, NDB, various radars, and airport lighting. Continued advancements in avionics with Flight Management Systems (FMS) combined with GPS positioning and other, new high-tech possibilities for aerospace navigational and landing aids suggest an increasing role for flight inspection in the future. Despite the relentless march of technology, there remains the same need for an airborne evaluation of aviation navigation aids and procedures as was established by the original air mail pilots over seventy-five years ago.
In the mid-1990s, the FAA flight inspection fleet was supplemented by the purchase of a number of new Lear 60s and Challenger 601s, bringing the total FAA flight inspection fleet today to eighteen Beech BE-300Fs, six British Aerospace BAe-800s, six Bombardier Lear 60s, and three Bombardier Challenger 601s, each equipped with an updated AFIS system utilizing GPS-positioning. Additionally, a number of Beechcraft Barons are being employed for regional engineering test programs for new navaid installations with portable flight inspection packages installed as required.
For further information look at:
FAA history and Resources
http://www.faa.gov/apa/history/history.htm
The History of Flight Inspection in the United States of America
by Scott Thompson Sacramento Flight Inspection Office
http://avnwww.jccbi.gov/icasc/fh(united_states).html
