Quick Look: Challenger 605

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 It was produced until model year 2015, when it was superseded by the Challenger 650.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.

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 3,700-nm 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.