2014 Challenger Light Sport X Series Xl-65, Xs-65, Xs-50 Shipping Now! Order Yours Now!

NATIONAL ULTRALIGHT INC. Exclusive Canadian Challenger Distributor

ANNOUNCING THE CANADIAN 2014 CHALLENGER LIGHT SPORT X SERIES XL-65, XS-65, XS-50 SHIPPING NOW! ORDER YOURS NOW!

www.challenger.ca • 9 Nicole Blvd., Tiny, ON L0L 2T0 • 705-721-9811 • [email protected] 2014 CHALLENGER LIGHT SPORT X SERIES

In July 2010 the Challenger line of aircraft was expanded with two brand new models - the Challenger Light Sport XL-65 and XS-50. In February 2012 the Challenger Light Sport XS-65 was added.

The new Challenger Light Sport X Series - XL-65, XS-65, XS-50 - represents the most dramatic steps forward ever taken. The XL-65, XS-65 and XS-50 incorporate numerous design enhancements driven by customer inputs. The new models are easier to ﬂy, faster in cruise, more rugged, more ergonomic and even easier to build. Prices for quick-build kits with engines and instruments remain very affordable.

The new XL-65 is a high power, high lift aircraft for amphibious ﬂoats, heavy loads and high density altitudes. A new wing design, new heavy duty landing gear, new heavy load saddles and a power package with 30% more thrust combine to allow an increase in gross weight from 960 to 1060 lbs. Standard 20 USgal wing tanks allow room for a baggage compartment in the fuselage behind the passenger seat.

The new XS-65 is a clip wing derivative of the XL-65 with all the same features including the 582 power pack but with a clip wing four feet shorter. The XS-65 is optimized for people who want high speed plus ﬁghter-like performance and maneuverability. The maximum cruise speed is 100 mph - lightning fast for an ultralight! The XS-65 has an impressive payload of nearly 600 lbs. With its fast cruise, long range wing tanks and a baggage compartment in the fuselage the XS-65 makes a great cross-country machine.

The new XS-50 is optimized as an economical go-fast airplane for wheels and skis. Cruise speed is increased to 90 mph thanks to a 26 ft clip wing and new streamlining features. The XS-50 is powered by the ASTM certiﬁed 50 hp Rotax 503 and has a 960 lb gross weight. The XS-50 comes standard with a 10 USgal fuselage tank. Available options are a 17 USgal fuselage tank or 20 USgal wing tanks. The wing tanks allow for a baggage compartment in the fuselage.

From crisper handling to a more spacious cabin, the latest Challengers are not only more capable and comfortable they are better looking and quieter to boot! The new Light Sport models all retain the docile nature, low stall speed and amazing crosswind capability of previous generations of Challengers. The combination of outstanding STOL performance plus heavy duty landing gear and hydraulic disc brakes allow operation from short, unimproved strips with obstacles.

The Light Sport quick-build kits are easy and fun to assemble. As with all Challengers they include factory-built tail, wings and fuselage with controls pre-installed. New for the Light Sports is a precut anodized instrument panel as well as wiring harnesses for panel and engine. No special tools or skills are required. Realistic assembly times are in the neighborhood of 300 hours. A vastly better new manual has clear drawings, color pictures and punchy text.

Support is readily available across Canada via phone and email as well as face-to-face via Challenger dealers and an extensive network of Challenger technical support professionals. For owners assembling their kits at odd hours there is unmatched 7x24 support via web sites and online forums.

In today's challenging economy the ﬁnancial aspects of aircraft ownership are more critical than ever. The new Challenger Light Sports are less than a quarter of the cost of light sport and general aviation aircraft, none of which have comparable versatility and capabilities. The Challenger’s low acquisition cost and very low operating and maintenance costs mean owners can afford to ﬂy as often as they wish.

2 2014 CHALLENGER LIGHT SPORT X SERIES

Challengers in Canada are sold at the same US Dollar price here as at the factory in the United States. The 582 powered XL-65 and XS-65 start at US$20,700 for the airframe and US$12,014 for the power pack. The 503 powered XS-50 starts at US$19,632 for the airframe and US$7,778 for the power pack. Airframes include tail, wings, fuselage, instruments, etc. Power packs include engine, mounts, redrive, prop, etc. To spread out cash ﬂow the airframe may be further split into tail, wings and fuselage sub-kits.

The 2014 Challenger lineup includes six choices - three new Light Sport models (XL-65, XS-65, XS-50) and three Classic Challenger II models (Legacy 503, Deluxe 503, Premium 582). The range of features, performance and prices is wide enough to suit just about every need and just about every budget.

The Classic 582 models start at US$16,091 for the airframe and US$12,014 for the power pack. Prices for Classic 503 models start with the entry level Legacy airframe at US$13,942 and power pack at US$7,073.

Each model is packaged as a quick-build kit including airframe, instruments, engine, prop - everything necessary to go flying except paint and pilot. The packages are configured on wheels initially and at any time in the future amphib floats, wheel/skis, straight skis, or tundra tires may be easily installed.

National Ultralight Inc. is the exclusive distributor for the Challenger line of aircraft in Canada. For more information visit www.challenger.ca. Contact us at 705-721-9811 or [email protected].

3 NATIONAL ULTRALIGHT INC. Exclusive Canadian Challenger Distributor

National Ultralight is delighted to announce the new Challenger Light Sport XL-65 and XS-50 models. Numerous great new features kick the Canadian Challenger up yet another notch to further secure its position as by far the most popular airplane in its class - Canada’s favourite Advanced Ultralight. CHALLENGER LIGHT SPORT

XL-65 AND XS-50

The new Challenger Light Sport XL-65 is a high power, high lift aircraft for amphibious floats, heavy loads and high density altitudes. A new design 29.5 ft wing with Hoerner tips, new heavy load saddles, new heavy duty landing gear and new 20 USgal wing tanks along with a power package with 30% more thrust combine to allow a gross weight increase from 960 lbs to 1060 lbs. As an additional benefit the wing tanks also allow for the creation of a baggage compartment in the fuselage behind the passenger seat. The new XL-65 is powered by the proven ASTM certified 65 hp Rotax 582.

The new Challenger Light Sport XS-50 is optimized as an economical go-fast airplane for wheels and skis. Cruise speed is increased to 90 mph thanks to a 26 ft clip wing and new streamlining features. The XS-50 is powered by the proven ASTM certiﬁed 50 hp Rotax 503. The XS-50 has a 960 lb gross weight. Standard fuel is a 10 USgal fuselage tank. Also available are a 17 USgal fuselage tank or 20 USgal wing tanks. The wing tanks allow for a baggage compartment in the fuselage behind the passenger seat.

The new Challenger Light Sport models were designed expressly for our diverse Canadian requirements. They build on the very worthy foundation of the US Challenger II LSS with key enhancements to dial them perfectly into our Canadian missions and climate. The XL-65 and XS-50 honour the tradition of the classic Challenger II 582 Premium and Challenger II 503 Deluxe by bringing together components from multiple third party suppliers to form complete quick-build packages needing only paint and pilot.

The new Challenger Light Sport XL-65 and XS-50 represent the most dramatic step forward ever taken. These models incorporate numerous design enhancements driven by customer inputs. The goals were to

www.challenger.ca • 9 Nicole Blvd., Tiny, ON L0L 2T0 • 705-721-9811 • [email protected] CANADIAN CHALLENGER LIGHT SPORT XL-65 AND XS-50 make them easier to build and easier to ﬂy, more ergonomic and more rugged. They carry more payload farther and faster. All while keeping the price at very affordable levels even with engine and instruments.

The most visible of the new features are the new tail and rudder which are much larger than on earlier models. The Canadian Challenger Light Sports also have differential ailerons. The result is easier, more conventional handling which will appeal to pilots who prefer more directional stability and less footwork.

Notice however that the new Canadian LS tapered tail is not quite so large as on the US Challenger LSS. We have taken a more balanced approach to stability and handling which retains the earlier Challenger’s legendary elevator-like sideslipping and ability to operate in high crosswinds on water and ice.

Less visible but highly useful nevertheless is the availability of wing tanks in both the XL-65 (standard) and the XS-50 (optional). This makes room for a very handy baggage compartment in the fuselage behind the passenger seat. In the XL-65 wing tanks contribute to increasing the gross weight to 1060 lbs.

The handling characteristics of the new Challenger Light Sport models are light and responsive. The combination of the new design light weight leading edge channel wrap and bottom ribs plus the proven ﬁbreglass Hoerner wingtips now included as standard provides hitherto unheard of roll responsiveness. This brand new wing conﬁguration provides for a great ride in turbulence and increased controllability.

Cruise speed has increased for both the XL-65 and XS-50. The new wing design reduces drag while providing increased lift and stability. It is readily identiﬁed by its smooth leading edge and bottom ribs plus ﬂush gussets attaching the ribs to the leading and trailing edge spars. Beyond the main lift struts further drag reductions were effected by adding streamline fairings to the jury struts and stab struts.

The new solid aluminum main landing gear reduces drag by enabling use of improved gear leg fairings and eliminating all external cables. The internal carry through structures in the fuselage have been beefed up substantially. This new landing gear readily absorbs the bumps of rough farm ﬁelds and less elegant landings. The new hydraulic disc brakes make for very short stops. Customers asked for this!

Entry and exit is made easier by the redesigned cockpit side rails, doors and windscreen. The new pre fab instrument panel accommodates the new extended suite of instruments while still providing good leg clearance for taller pilots. On the XL-65 a new GPL heavy duty electric start system provides 30% more torque for faster starts. On the XS-50 the new Quad City electric start system operates through the PTO end of the engine allowing a backup manual starter to be simultaneously installed at the MAG end.

The Challenger Light Sport quick-build kits are even easier and more fun to assemble than the classics. As with all Challengers they include factory-built tail, wings and fuselage with controls pre-installed. New for the Light Sports is a precut predrilled instrument panel and wiring harnesses for panel and engine. No special tools or skills are required. Realistic assembly times are in the vicinity of 300 hours.

A vastly better new manual has clear drawings, color pictures and punchy text. Support is readily available across Canada via phone and email as well as face-to-face through an extensive network of dealers and professional Challenger techs. For owners who assemble their kits at odd hours there is unmatched 7x24 support via web sites and online forums.

The new Challenger Light Sports can be registered in Canada in the Advanced Ultralight category or in the Amateur-Built category. The new Light Sport series has a number of new features to facilitate the Amateur-Built route, for example control stops and pilot accessible fuel shutoff system.

2 CANADIAN CHALLENGER LIGHT SPORT XL-65 AND XS-50

In addition to the satisfaction of assembling your own airplane and knowing it inside and out, a big advantage to registering as Advanced Ultralight or Amateur-Built is that you can do all maintenance and inspections yourself or with the assistance of whomever you choose. If you are not a do it yourself type then in Canada both categories allow up to 100% of the assembly to be done by pros if you wish.

In Canada the Challenger Light Sport XL-65 and XS-50 may be ﬂown with the economical Ultralight Pilot Permit or with a traditional pilot certiﬁcate such as the Recreational Permit or Private Licence.

In today's challenging economy the financial aspects of aircraft ownership are more critical than ever. The new Challenger Light Sports are less than a quarter of the cost of typical AULA and LSA aircraft. The low acquisition cost and very low operating and maintenance costs mean owners can afford to fly as often as they wish. Challenger owners never pause to think how much it will cost to go for a flight.

The new Challenger Light Sport airframe packages come standard as quick-build kits including instruments and all described features. The available power packages include engine, mounts, redrive, prop and everything else needed to get the air moving backward and the plane moving forward.

Challengers in Canada are sold at the same US Dollar price here as at the factory in the United States. The 582 powered XL-65 starts at US$21,200 for the airframe and US$12,014 for the power pack. The 503 powered XS-50 starts at US$19,632 for the airframe and US$7,778 for the power pack. To spread out cash ﬂow the airframe package may be further split into tail, wings and fuselage sub-kits.

The XL-65 and XS-50 quick-build kits are configured on wheels and include everything necessary to go flying except paint and pilot. Skis and tundras may be installed on both models and floats on the XL-65.

The new two seat Challenger Light Sport models position themselves beside the most advanced AULA’s in Canada and the S-LSA's and E-LSA's of the US Light Sport Aircraft category. Challengers emphasize the fun of building and ﬂying your own airplane whereas virtually all of the new AULA’s and LSA's follow the Cessna tradition of hermetically sealing the occupants away from the ﬂying experience. Would you rather drive a mini-van on the freeway or a two-seat roadster on a winding country road? And why be restricted to the interstate when you can go direct on land, sea or snow!

Challengers also emphasize the philosophy that recreational aircraft should be both affordable to acquire and affordable to operate and maintain. The price tags of the latest AULA’s and LSA's are near $150,000 on wheels and over $175,000 on ﬂoats which is completely out of reach for most recreational aviators!

The new Challenger Light Sport models deliver wide ranging major improvements while retaining the docile nature of classic Challengers including low stall speeds with no wing drops. Also retained are the outstanding STOL operations with takeoff and landing rolls in the 200-400 ft range as well as unmatched crosswind capabilities. Payload is very impressive and is actually higher than in most two seat aircraft with much larger, more expensive engines.

The versatility to go high and fast or to go low and slow, the capability to operate from short unimproved strips, the ability to ﬂy with the doors off like a roadster with the top down, and the unmatched visibility from both seats combine to put the fun back into ﬂying. There is nothing like a Challenger Light Sport!

National Ultralight Inc. is the exclusive distributor for the Challenger line of aircraft in Canada. For more information visit www.challenger.ca. Contact us at 705-721-9811 or [email protected].

3 NATIONAL ULTRALIGHT INC. Exclusive Canadian Challenger Distributor

National Ultralight, the exclusive Canadian distributor for the Challenger line of aircraft, is delighted to announce availability of the new Challenger Light Sport XS-65 clip wing version of the popular XL-65. CHALLENGER LIGHT SPORT

XS-65

The XS-65 is a clip wing derivative of the best-selling XL-65 with all the same features including the 582 Power Pack but with a clip wing four feet shorter - 26 ft versus 29.5 ft. The Vne of the XS-65 is raised to 120 mph from 100 mph and the maximum cruise speed of the XS-65 is 100 mph versus 90 mph for the XL-65. The XS-65 has the same 1060 lb gross weight as the XL-65 for an impressive payload of nearly 600 lbs which is actually higher than most two seat aircraft with much larger, more expensive engines.

The XS-65 is optimized for people who want high power and low drag to give the maximum possible speed. With its fast cruise, long range wing tanks and a baggage compartment in the fuselage the XS-65 makes a great cross-country machine. Good fuel economy and low maintenance costs mean owners will not think about their wallets before going ﬂying.

The clip wing XS-65 has ﬁghter-like performance and maneuverability. Controls are light and harmonized for superb handling. The XS-65 retains the docile nature, low stall speed and amazing crosswind capability of previous generations of Challengers. The combination of outstanding STOL performance plus heavy duty landing gear and hydraulic disc brakes allow the XS-65 to operate from short, unimproved strips.

www.challenger.ca • 9 Nicole Blvd., Tiny, ON L0L 2T0 • 705-721-9811 • [email protected] CANADIAN CHALLENGER LIGHT SPORT XS-65

The XS-65 has the signature new Light Sport tail and wing plus the easy entry cockpit, ergonomic prefab instrument panel and all the other great new Light Sport features. The new Light Sport models have proven highly popular, not surprising since they were designed expressly for our Canadian missions.

The XS-65 comes standard as a quick-build kit which is easy and fun to assemble. As with all Challengers the kits include factory-built tail, wings and fuselage with controls pre-installed. New for the Light Sports is a precut anodized instrument panel as well as wiring harnesses for panel and engine. No special tools or skills are required. Realistic assembly times are in the neighborhood of 300 hours. A vastly better new manual has clear drawings, color pictures and punchy text.

Support is readily available across Canada via phone and email as well as face-to-face through an extensive network of dealers and professional Challenger techs. For owners who assemble their kits at odd hours there is unmatched 7x24 support via web sites and online forums.

In today's challenging economy the ﬁnancial aspects of aircraft ownership are more critical than ever. The new Challenger Light Sports are less than a quarter of the cost of typical AULA and S-LSA aircraft. The low acquisition cost and very low operating and maintenance costs mean owners can afford to ﬂy as often as they wish.

Challengers in Canada are sold at the same US Dollar price here as at the factory in the United States. The 582 powered XS-65 starts at US$20,700 for the airframe and US$12,014 for the power pack. Airframes include tail, wings, fuselage, instruments, etc. Power packs include engine, mounts, redrive, prop, etc. To spread out cash ﬂow the airframe may be further split into tail, wings and fuselage sub-kits.

The XS-65 quick-build kit is conﬁgured on wheels initially and includes everything necessary to go ﬂying except paint and pilot. Wheel/skis, straight skis or tundra tires may be installed at any time in the future.

National Ultralight Inc. is the exclusive distributor for the Challenger line of aircraft in Canada. For more information visit www.challenger.ca. Contact us at 705-721-9811 or [email protected].

2 Challenger Light Sport - Overview Challenger Light Sport XL-65 Challenger Light Sport XS-65 Challenger Light Sport XS-50 582 - Midsize Wing - Canadian Tail - 1060 Gross 582 - Clip Wing - Canadian Tail - 1060 Gross 503 - Clip Wing - Canadian Tail - 960 Gross Package Goals Max Power, Max Lift Max Speed, Max Maneuverability Economical Go Fast Target Missions Amphib Floats, Heavy Loads, High Altitude, Wheels, Skis, Wheel/Skis, Wheels, Skis, Wheel/Skis Wheels, Skis, Wheel/Skis High Altitude, Heavy Loads Key New Elements New Larger Canadian Tapered Tail New Larger Canadian Tapered Tail New Larger Canadian Tapered Tail Higher Gross Weight for Amphibs Higher Gross Weight for Payload Gross Weight Good for Wheels, Skis Wing Tanks & Fuselage Baggage (Std) Wing Tanks & Fuselage Baggage (Std) Wing Tanks & Fuselage Baggage (Opt) All New Light Sport Features Included All New Light Sport Features Included All New Light Sport Features Included Power Pack - Engine - ASTM Certified for Aircraft ROTAX 582 - Brand New ROTAX 582 - Brand New ROTAX 503 - Zero Time Power Pack - Prop - Matched to Engine & Application 60" 3-Blade Carbon Fibre Ground Adjustable 60" 3-Blade Carbon Fibre Ground Adjustable 60" 2-Blade Wood Fixed Pitch Wing Design - Optimized Lift, Speed, Maneuverability, Ride New Light Sport 29.5 ft Midsize Wing New Light Sport 26 ft Clip Wing New Light Sport 26 ft Clip Wing Wing Tips - Increased Speed & Increased Roll Rates Hoerner Fibreglass Hoerner Fibreglass Hoerner Fibreglass Leading Edge - Increased Lift & Increased Roll Rates Straight not Scalloped Straight not Scalloped Straight not Scalloped Flaperons - Increased Roll Control & Decreased Stall Speed 7.5 in Chord x 12 ft Span (Each) 7.5 in Chord x 10 ft Span (Each) 7.5 in Chord x 10 ft Span (Each) Ailerons - Reduced Adverse Yaw = Easier Handling New Differential Bellcranks New Differential Bellcranks New Differential Bellcranks Tail - Increased Directional Stability = Easier Handling New Larger Canadian Tapered Tail New Larger Canadian Tapered Tail New Larger Canadian Tapered Tail Dorsal - Balanced Stability / Maneuverability Classic Dorsal + New Fillet Classic Dorsal + New Fillet Classic Dorsal + New Fillet Landing Gear - New LS Design for Short, Rough Strips Heavy Duty + Oversize Wheels + Disc Brakes Heavy Duty + Oversize Wheels + Disc Brakes Heavy Duty + Oversize Wheels + Disc Brakes Load Factors at Max Gross +6G / -3G +6G / -3G +6G / -3G Max Gross Weight 1060 lbs 1060 lbs 960 lbs Empty Weight - Wheels or Skis 475 lbs 470 lbs 450 lbs Payload on Wheels or Skis 585 lbs 590 lbs 510 lbs Empty Weight - Amphib Floats 575 lbs n/a n/a Payload on Amphib Floats 485 lbs n/a n/a Typical Takeoff / Landing Distances STOL! STOL! STOL! Max Crosswind 20 mph 20 mph 20 mph Stall Speed (Flaps Down) 34 39 37 Max Speed 105 mph 120 mph 120 mph Max Cruise Speed (Wheels) 95 mph 100 mph 90 mph Fuel Consumption at Typical Cruise 3.0 - 4.0 USgph = 12 - 16 L/hr 3.0 - 4.0 USgph = 12 - 16 L/hr 3.5 - 4.5 USgph = 14 - 18 L/hr Endurance at Typical Cruise with Wing Tanks 5 - 7 hrs 5 - 7 hrs 4.5 - 5.5 hrs Range at Typical Cruise with Wing Tanks 400 - 500 sm 400 - 500 sm 400 - 500 sm Standard Fuel Tankage 20 USgal Wing Tanks 20 USgal Wing Tanks 10 USgal Fuselage Tank Optional Fuel Tankage n/a n/a 17 USgal Fuselage or 20 USgal Wing Baggage Compartment in Fuselage Standard with Included Wing Tanks Standard with Included Wing Tanks Requires Optional Wing Tanks Baggage Compartment Max Capacity 100 lbs 100 lbs 100 lbs Easy Entry Cockpit New Light Sport Design New Light Sport Design New Light Sport Design Full Dual Controls - Stick, Rudder, Throttle Standard Standard Standard 6061-T6 Aircraft Aluminum & AN Hardware Standard Standard Standard Quick-Build Kit with Much Prefabricated Standard Standard Standard Factory Built Tail, Wings, Fuselage Standard Standard Standard Factory Installed Controls Standard Standard Standard Factory Presewn / Precut Superflite Fabric Standard Standard Standard Assembly Not Build - Realistic Time 300 hrs 300 hrs 300 hrs Engine Runs On Regular Auto Fuel, AvGas & Boat Gas Standard Standard Standard Engine Runs On Fuel With Up To 10% Ethanol ("E10") Standard Standard Standard Factory Price Airframe w/ Tail, Wings, Fuselage, Instruments, etc US$21,200 US$20,700 US$19,632 Factory Price Power Pack w/ Engine, Rad, Start, Redrive, Prop, etc US$12,014 US$12,014 US$7,778 Factory Price Airframe Plus Power Pack - Just Add Paint & Pilot US$33,214 US$32,714 US$27,410 Price vs Competition 1/5 of typical S-LSA 1/5 of typical S-LSA 1/5 of typical S-LSA Availability SHIPPING NOW SHIPPING NOW SHIPPING NOW

Challenger Light Sport - Overview 1 / 1 4/15/14 Challenger Light Sport - Features Challenger Light Sport XL-65 Challenger Light Sport XS-65 Challenger Light Sport XS-50

NEW Wing Optimized for Priority Mission & Ride Maximum Lift & Minimum Stall Max Speed & Max Maneuverability Speed & Maneuverability NEW Wing Span 29.5 ft Midsize Wing 26 ft Clip Wing 26 ft Clip Wing NEW Wing Area 166 sq ft 144 sq ft 144 sq ft

NEW Wing Design for Increased Lift, Speed, Strength Included Included Included NEW Airfoil Camber Increased & Straight Leading Edge Included Included Included NEW Light Weight Leading Edge Channel Wrap Included Included Included NEW Flush Gussets on Leading & Trailing Edges Included Included Included NEW Bottom Ribs & Rib Channels Included Included Included NEW Greatly Increased Stiffness Included Included Included NEW Improved Roll Responsiveness Included Included Included

NEW HL-100 Heavy Load Saddle Kit Included Included Included NEW Improved Lift Strut to Longeron Attachment Included Included Included NEW Increased Positive G-Load Factor Included Included Included NEW Reduced Stress on Very Rough Surfaces Included Included Included

NEW Fiberglass Hoerner Wingtips Included Included Included NEW Boxed Wing Tip Structure Included Included Included NEW Reduced Drag for Higher Speed Included Included Included NEW Improved Roll Responsiveness Included Included Included

NEW Vertical Tail & Rudder New Canadian Tapered Tail New Canadian Tapered Tail New Canadian Tapered Tail NEW Size Compared To Classic Tail 10" Higher; 25% More Area 10" Higher; 25% More Area 10" Higher; 25% More Area NEW Tubing Size & Tailpost Weldments Larger & Beefier Larger & Beefier Larger & Beefier NEW Rudder Cable Diameter 50% Thicker 50% Thicker 50% Thicker NEW Increased Directional Stability & Control Included Included Included NEW Balanced Stability & Maneuverability Included Included Included

NEW Differential Aileron Bellcranks Included Included Included NEW Reduced Adverse Yaw Included Included Included

NEW Flaperons - Combined Ailerons & Flaps 7.5 in Chord x 12 ft Span (Each) 7.5 in Chord x 10 ft Span (Each) 7.5 in Chord x 10 ft Span (Each) NEW Optimized for Maximum Lift & Minimum Stall Included Included Included NEW Optimized for Maximum Maneuverabiltiy Included Included Included

NEW In-Flight Adjustable Pitch Trim Included Included Included NEW Minimize Workload - Maximize Controllability Included Included Included

NEW Heavy Duty Solid Aluminum Landing Gear Included Included Included NEW No Cables = Reduced Drag Included Included Included

NEW Heavy Duty Gear Load Carry Through Structures Included Included Included NEW Fuselage Beefed Up Substantially Included Included Included

NEW Hegar Hydraulic Disc Brakes Included Included Included NEW Much More Stopping Power & Ground Control Included Included Included

NEW Oversized 6" Hegar Polished, Spun Aluminum Wheels Included Included Included NEW Oversize Nose & Main Tires for Rough Ground Included Included Included NEW Oversize 6" Nose Fork for Rough Ground Included Included Included NEW Oversize 6" Wheel Pants to Reduce Drag Included Included Included

Challenger Light Sport - Features 1 / 3 4/14/14 Challenger Light Sport - Features Challenger Light Sport XL-65 Challenger Light Sport XS-65 Challenger Light Sport XS-50

NEW Easy Entry Cockpit Included Included Included NEW Wider Opening for Pilot Ingress/Egress Included Included Included NEW Lower Rear Siderails for Passenger Entry Included Included Included NEW Wraparound Windshield Included Included Included NEW Fully Enclosed Cabin Included Included Included NEW Removeable Doors Included Included Included NEW Tinted or Clear Lexan Included Included Included NEW Shoulder Harnesses - Front & Rear Included Included Included NEW Hinged Windscreen for Ultimate Easy Entry Optional Optional Optional

NEW Instrument Panel Prefabricated Included Included Included NEW Precut & Predrilled via CNC Included Included Included NEW Mounting Hardware with Vibration Dampeners Included Included Included NEW Accommodates Wide Range of Instruments Included Included Included NEW Choice of Analogue or EIS Versions Included Included Included NEW Ergonomic Design to Increase Legroom Included Included Included

NEW Extensive Suite Of Instruments: Included Included Included NEW Air Speed Indicator, Altimeter, Slip Indicator, Included Included Included NEW Compass, Tachometer, Hour Meter, Included Included Included NEW Fuel Gauge+Sender (Dual for Wing Tanks), Included Included Included NEW Dual Exhaust Gas Temp, Dual Cylinder Head Temp, Included Included Included NEW Coolant Temperature for 582 Included Included n/a

NEW Aircraft Style Ignition Switch (Off/Left/Right/Both/Start) Included Included Included

NEW Instrument Panel Wiring Harness Included Included Included NEW Engine Wiring Harness Included Included Included

NEW Control Stops NEW Built-in for Rudder (at Control Horns) Included Included Included NEW Built-in for Ailerons (at Bellcranks) Included Included Included NEW Built-in for Elevators (Internal Structure) Included Included Included

NEW Fairings for Speed & Looks NEW Nose Cone & Midwing Gap Gover Included Included Included NEW New Design Main Landing Gear Fairings Included Included Included NEW Main Lift Struts, Wing Jury Struts, Tail Stab Struts Included Included Included

NEW Wing Tanks: 2 x 10 USgal = Total 20 USgal Included Included Optional NEW Dual Fuel Gauge, Senders for Each Tank Included Included Optional NEW Vented Caps, Gascolator Included Included Optional NEW Located 4.5' Outboard of Root Tube Included Included Optional NEW Rib Webs Integrated for Support Included Included Optional NEW Redesigned Compression/Drag Struts for Strength Included Included Optional NEW Increased Positive G-Load Factor Included Included Optional NEW Increased Range & Endurance Included Included Optional NEW Allows Baggage Compartment in Fuselage Included Included Optional

NEW Pilot Accessible Fuel Shut-Off Included Included Included

Challenger Light Sport - Features 2 / 3 4/14/14 Challenger Light Sport - Features Challenger Light Sport XL-65 Challenger Light Sport XS-65 Challenger Light Sport XS-50

NEW Purpose-Built Aviation Engine Included Rotax 582 - 65 hp Rotax 582 - 65 hp Rotax 503 - 50 hp NEW Certified ASTM Compliant Included Included Included NEW Source of Included Engine Brand New from Rotax Brand New from Rotax Zero Time from Rotax Service Centre NEW Warranty on Included Engine 18 Months or 100 Hours 18 Months or 100 Hours Overhaul Warranty NEW Runs On Regular Auto Fuel, AvGas & Boat Gas Included Included Included NEW Runs On Fuel With Up To 10% Ethanol ("E10") Included Included Included NEW Dual Electronic Capacitance Discharge Ignition Included Included Included NEW Dual Bing 54 Carburetors Included Included Included NEW Fuel Pump, Lines, Fittings, Gascolator, Shut-Off Included Included Included NEW Exhaust System - 3pc Side Mount Included Included Included NEW Mounts: Motor, Exhaust, Fuel Pump Included Included Included NEW Cooling Method Liquid - Rad Liquid - Rad Air - Fan NEW Cooling System Included Included Included NEW Oil Injection Included Included Optional NEW Cabin Heater Optional Optional Optional NEW Radiator Louvres (Top & Bottom) Optional Optional n/a

NEW Purpose-Built 2.6-to-1 Reduction Drive Included Included Included

NEW Propellor Matched To Engine 60" 3-Blade Carbon Fibre 60" 3-Blade Carbon Fibre 60" 2-Blade Wood NEW Blade Pitch Setting Ground Adjustable Ground Adjustable Fixed Pitch - Specify Cruise or Climb NEW Upgraded Blades with Leading Edge Protection Nickel - Optional Nickel - Optional Uralight - Optional NEW Upgraded Machined Aluminum HP-L Hub Optional Optional n/a

NEW 582 Heavy Duty Electric Start System by GPL Included Included n/a NEW Backup Recoil (Pull) Starter (Field Installable) Included Included n/a

NEW 503 Electric Start System by QCU n/a n/a Included NEW Backup Recoil (Pull) Starter (Full Time) n/a n/a Included

NEW 12V 170W DC Electrical System Included Included Included NEW Regulator/Rectifier, 4ga Wiring, Solenoid Included Included Included

NEW Assembly Easier & Quicker Included Included Included NEW Assembly Manual Vastly Improved Included Included Included NEW Instrument Panel Completely Prefab Included Included Included NEW Instrument & Engine Wiring Harnesses Included Included Included NEW Complete Fuel System Provided Included Included Included NEW Head Scratching & Guesswork Eliminated Eliminated Eliminated

Challenger Light Sport - Features 3 / 3 4/14/14 Challenger Light Sport - Additional Information Challenger Light Sport XL-65 Challenger Light Sport XS-65 Challenger Light Sport XS-50

Qualifies as Canadian Advanced Ultralight (AULA) Yes Yes Yes

Qualifies as Canadian 51% Amateur-Built (A-B) Yes Yes Yes

Qualifies as Canadian Basic Ultralight (BULA) Yes Yes Yes

Qualifies for Canadian Passenger Carrying (AULA or A-B) Yes Yes Yes

Can be Flown with Canadian Ultralight Pilot Permit Yes Yes Yes

Can be Flown with Canadian Recreational Permit or Private Licence Yes Yes Yes

Can be Flown with Canadian Commercial or ATP Licence Yes Yes Yes

Inspections & Maintenance without Canadian AME Yes Yes Yes

Qualifies as US Light Sport Aircraft (LSA) Yes Yes Yes

Qualifies as US 51% Amateur-Built (E-AB) Yes Yes Yes

Can be Flown by US Sport Pilot without Medical Yes Yes Yes

Can be Flown with US Recreational Permit or Private Certificate Yes Yes Yes

Can be Flown with US Commercial or ATP Licence Yes Yes Yes

Inspections & Maintenance without US A&P Yes Yes Yes

Challenger Light Sport - Additional Information 1 / 1 4/14/14 Canadian Power Packs

Canada's Favourite Advanced Ultralight

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The information below applies only to Challengers sold in Canada.

Canadian Challenger 582 & 503 Power Packs

Overview | Rotax 582 & 503 Engines | 2.6-to-1 Reduction Drive | 60 Inch Prop

582 & 503 Comparison | 582 Power Pack Contents | 503 Power Pack Contents

Power Pack Overview

The newest Rotax 582 and 503 engines are ASTM certified. Purpose-built for aviation they have earned top marks for reliability as well as easy, affordable maintenance. Dual independent electronic ignition systems fire two spark plugs per cylinder for redundancy plus more power and lower fuel usage. A taller redrive and bigger prop increase takeoff, climb and cruise performance.

The 582 Power Pack is by far the best solution for flying missions on floats, especially with a passenger. It is particularly well suited to carrying heavy loads or operating at high density altitudes. The 582 produces 30% more horsepower than the 503 and actually uses less fuel. The new Blue Head model enjoys greatly increased reliability over the initial version. Since its introduction here in 2005 the 582 has become the most popular choice for Challenger owners across Canada.

The additional thrust generated by the 582 Power Pack's combination of engine, redrive and prop converts directly into dramatic takeoffs and quicker climbs plus faster cruise. The new Challenger Light Sport XL-65 and XS-65 enjoy a gross weight increase to 1060 lbs due in part to the

4/15/14 3:44 PM 1 of 5 capability of the 582 Power Pack!

The 582 gives scintillating performance on the Challenger. Many people say that the 582 plane on floats performs like the floats aren't there and that the 582 flies with a passenger like a 503 flies solo! For more info on the 582 as well as videos showing 582 and 503 Challengers performing side by side click here.

Historically the most common powerplant for Challengers was the Rotax 503. The newer UL DCDI version is superbly reliable as well as highly economical to acquire, operate and maintain. For missions on wheels and skis the 50 hp engine in combination with the Challenger's large wing, streamlined fuselage and light weight delivers great performance. The new Challenger Light Sport XS-50 with its clip wing can cruise at 90 mph with the 503 Power Pack!

Overview | Rotax 582 & 503 Engines | 2.6-to-1 Reduction Drive | 60 Inch Prop

582 & 503 Comparison | 582 Power Pack Contents | 503 Power Pack Contents

Rotax 582 & 503 Engines

The versions of the Rotax 582 and 503 engines used in all new Challengers were developed expressly for use in aircraft based on substantial real world experience with their predecessors. In June 2006 new 582 UL DCDI Model 99 engines were certified as meeting the demanding US Light Sport Aircraft ASTM standards. In June 2010 new 503 UL DCDI engines were certified as being ASTM compliant. The 582 and 503 are now equals to the 4-stroke 912 and 914.

Numerous improvements have been incorporated, starting deep inside with a heavy duty crankshaft and redesigned bearings. On the outside, a new dual ball joint exhaust system isolates the muffler from vibration and improves engine breathing. Other changes are less visible but no less important.

Dual independent electronic ignition systems provide redundancy and eliminate the need for timing adjustments. Two spark plugs per cylinder also contribute to redundancy and yield a more efficient fuel burn. Plug fouling is no longer an operational concern. Twin carbs provide the correct fuel-air mixture to each cylinder. Taken all together, this significantly increases power and lowers fuel consumption, benefiting performance, range and endurance.

4/15/14 3:44 PM 2 of 5 The new Rotax 582 Model 99, known as the Blue Head, has replaced the older Model 90, known as the Grey Head. The Blue Head has a number of important design changes which lead to significant improvements in reliability over the Grey Head. Two of these changes in particular yield major benefits.

A new ceramic water pump seal replaces the previous rubber seal and is backed up by an oil seal on the reservoir side thus eliminating the problem of leaking cross shaft seals. This together with the new dexcool long life coolant designed for aluminum block engines has eliminated cross shaft replacements.

A new bypass circuit recirculates coolant through the engine until it reaches operating temperature. The new thermostat then opens gradually rather than abruptly to circulate coolant to and from the radiator. The by-pass circuit and new thermostat together adress the shock cooling and cold seizures which occasionally occured on the Gray Head.

The 582 and 503 with their high power-to-weight ratios provide plenty of power for the light weight Challenger with its large wing. By comparison, the much heavier liquid-cooled Rotax 912 engine, required by aircraft similar to the Challenger but which weigh more and have smaller wings, costs $20,000!

The 582 and 503 cost a third less to operate and when the time comes a full overhaul including new crankshaft and pistons is only $2,500-3,000. The Rotax 912 has a longer TBO but an overhaul costs around $15,000. In typical usage in the real world the 582/503 overhaul expenses will be half as much per hour.

Most people maintain the 582 and 503 "on condition", with no predetermined time between overhaul (TBO). They have the engine inspected at regular intervals and do whatever is required to ensure everything is within spec. The time between inspections on the new 582 and 503 is 300 hours, versus 150 hours for the older versions. This gives much lower cost per hour figures than engines with higher TBO's since they have dramatically higher overhaul costs.

And unlike the 912 and other oil sump engines found in general aviation aircraft, the 582 and 503 require no inconvenient and time-consuming preheating, even in Canada's nastiest winters! Just turn the key and go!

Overview | Rotax 582 & 503 Engines | 2.6-to-1 Reduction Drive | 60 Inch Prop

582 & 503 Comparison | 582 Power Pack Contents | 503 Power Pack Contents

2.6-to-1 Reduction Drive

The new 2.6-to-1 reduction drive is taller than its predecessors, providing clearance for a longer 60" propeller. The 60" props turn at 2,100 rpm in cruise which is much more efficient than the 2,600 rpm rate of the shorter redrives.

4/15/14 3:44 PM 3 of 5 Decibels are down and the lower pitched sound is quite pleasing.

Older Challengers have 2.2-to-1 redrives with a 54" props or 2.1-to-1 units with 52" props. Both deliver much less performance than the 2.6/60" combo.

The cog belt reduction drive used in modern Challengers has numerous benefits over other types of belt drives as well as over gearboxes. The belt drives used in older Challengers consisted of multiple V belts on smooth pulleys and the correct tensioning of these V belts was critical. Too loose resulted in slippage causing a loss of power. Too tight resulted in excessive sideloads being placed on the crankshaft as well as premature bearing wear.

The new cog drive has teeth on the belt which engage with machined grooves on both upper and lower pulleys. This results in positive engagement without significant tension being required. The possibility of slippage is eliminated as is the risk of stress from sideloads on the crankshaft and bearings.

The cog belt dampens vibration and provides the positive engagement of a gearbox without drivetrain lash. Unlike a gearbox, the cog belt uses no oil bath, so it requires no preheating - no matter how frigid the air. Obviously a major benefit in Canada!

Challengers use cog belt reduction drives instead of gearboxes, even though the manufacturing cost is higher. This more elegant approach is lighter, less complex, and more reliable. The redrive tower elevates the prop higher than a gearbox which allows the engine to be mounted inverted behind the fuselage out of the slipstream, instead of upright on top of the wing creating drag.

This lower drag inverted mounting approach is yet another advantage of using the 582 and 503 rather than a 912 or other four stroke engine. The 582 and 503 were designed by Rotax for both inverted and upright applications. A mixture of oil, fuel and air enters through the intake manifold and is then sucked into the crankcase through a port in the cylinder. In the crankcase this pressurized mist performs the lubrication function before being routed through another port back to the cylinder for combustion.

In the 582 and 503 this lubrication process is not driven by gravity or pumps. Instead it uses simple ports and changes in pressure as the pistons go up and down. The 582 and 503 don't know or care whether they are upright or inverted. With a 912 or other four stroke engine a pump moves oil from a sump at the bottom of the engine to the top then gravity takes over to feed the oil down through the components needing lubrication. If that type of engine is inverted it seizes. With the 582 and 503 there is no possibility of hydraulic

4/15/14 3:44 PM 4 of 5 locks and with the new models there are no plug fouling concerns.

Overview | Rotax 582 & 503 Engines | 2.6-to-1 Reduction Drive | 60 Inch Prop

582 & 503 Comparison | 582 Power Pack Contents | 503 Power Pack Contents

60 Inch Prop

The Canadian Challenger 582 Power Pack comes with the top-of-the-line Warp Drive 3-blade ground adjustable prop with carbon fibre blades with wide tips. An available option upgrades the Warp Drive to the HP-L hub and adds Leading Edge Protection. The machined aluminum HP-L hub makes tracking easier and it's lighter and prettier than the STD hub. The solid nickel leading edges protect the blades from spray, slush and rain. Leading edge protection is strongly recommended for operations on floats.

For the 503 the best prop is a 2-blade fixed pitch wooden prop which is the lightest and most economical choice. Optional Uralight hard epoxy inserts provide leading edge protection to prevent erosion from spray, slush and rain.

Overview | Rotax 582 & 503 Engines | 2.6-to-1 Reduction Drive | 60 Inch Prop

582 & 503 Comparison | 582 Power Pack Contents | 503 Power Pack Contents

To learn and see more order our comprehensive information package and video!

4/15/14 3:44 PM 5 of 5 Canadian 582 Power Pack

Canada's Favourite Advanced Ultralight

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For additional info on the Challenger 582 and 503 Power Packs including engines, reduction drives and props click here.

The configuration below applies only to Challengers sold in Canada.

Canadian Challenger 582 Power Pack

The Challenger II 582 Premium Power Pack is centered on the Rotax 582 UL DCDI Mod 99 engine and includes everything you need to produce thrust.

This engine, the well-proven second generation "Blue Head" version, has numerous internal improvements to enhance reliability, the benefit of Rotax's substantial real world service experience with the initial generation. The engine comes complete with dual electronic ignition, two spark plugs per cylinder, dual carbs, impulse fuel pump, air filter and a quite effective muffler. Custom exhaust mounts are used. To attach this engine to the airframe we include the new motor mount with eight Lord mounts to isolate the airframe from vibration.

The standard 582 Oil Injection system includes the oil injection pump and control as well as two oil tanks which mount on either side of the rad. In this setup the owner puts pure gas in the fuel tank instead of pre-mixing with oil. The metering system, based upon engine rpm and throttle position, delivers exactly the right amount of oil to each cylinder via diffuser jets in the intake manifold sockets. The tanks are quite large and contain oil for 10-12 hours of flight! The oil tanks have individual sight gauges and both gauges are visible from either side of the airplane. The oil tanks are designed with outlets front and rear and they are cross-linked so that oil is available in all flight attitudes.

The 582 is liquid-cooled via an engine-driven water pump and thermostat so we include a complete radiator setup with everything you need to go flying. There are no trips to the hardware store, or the engineering department! This updraft rad mounts in front of the engine on top of the wing parallel to the airflow rather than perpendicular so it creates the least possible drag. It is quite large to avoid overheating on even the most trying days in the most trying circumstances.

An integrated generator produces AC current (12V 170W) which is converted by the supplied regulator/rectifier to 12V DC (nominal). Electric start is

4/15/14 3:46 PM 1 of 2 standard with our Premium package. Also included is a backup manual recoil starter.

The reduction drive is the preferred "tall" 2.6-to-1 unit which turns a 60" prop.

A wonderful aspect of the 582 is that the peaks of the horsepower and torque curves overlap and are quite flat plus start at a relatively low rpm. This allows the prop pitch to be set into the peak power range without giving up on cruise! The 3-blade configuration is required to get all the 582's horsepower out into the air as thrust - a 2-blade prop wouldn't have enough disc area to do this.

All Season Kit

The optional 582 All Season Kit provides cabin heat via a remote heater core with 3-speed electric blower and ducting plus cockpit-controllable louvres for modulating the airflow through the rad. The top and bottom louvres function like cowl flaps on high performance airplanes or shutters on motor vehicles.

When the louvres are open they allow maximum airflow to avoid overheating during taxiing or prolonged climbs on hot days. Conversely, when closed they prevent overcooling during extended descents at low power settings. The louvres can be set to any interim position to keep the coolant temperature right in the middle of the operating range, the key to the high reliability of the 582.

This option is strongly recommended if you are going to be flying in the Canadian cold season (September through June!) or at high altitudes.

For additional info on the Challenger 582 and 503 Power Packs including engines, reduction drives and props click here.

To learn and see more order our comprehensive information package and video!

4/15/14 3:46 PM 2 of 2 Canadian 503 Power Pack

Canada's Favourite Advanced Ultralight

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For additional info on the Challenger 582 and 503 Power Packs including engines, reduction drives and props click here.

The configuration below applies only to Challengers sold in Canada.

Canadian Challenger 503 Power Pack

The Challenger II 503 Deluxe Power Pack is centered on the Rotax 503 UL DCDI engine and includes everything you need to create thrust and go.

This engine, purpose-built for aircraft and well-proven via thousands of real world installations, has numerous internal improvements to enhance reliability. The engine comes complete with dual electronic ignition, two spark plugs per cylinder, dual carbs, impulse fuel pump, air filter and a very effective muffler. To attach this engine to the airframe we include the motor mount with Lord mounts to isolate the airframe from vibration as well as a stainless steel exhaust mount.

The 503 is air-cooled via an engine-driven fan and is virtually immune to overheating on even the most trying days in the most trying circumstances.

An integrated generator produces AC current (12V 170W) which is converted by the supplied regulator/rectifier to 12V DC (nominal). Electric start is standard with our Deluxe package. Also included is a backup manual recoil starter.

The reduction drive is the preferred "tall" 2.6-to-1 unit. This turns a highly efficient 60" two-blade fixed pitch wooden prop. Optional Uralight hard epoxy inserts provide leading edge protection to prevent erosion from spray, slush and rain.

This prop is the simplest, lightest and most economical choice for the 503 and it gets out 100% of the horsepower. With the 503 there is no advantage to turning a 3-blade prop, in fact performance would actually diminish.

For additional info on the Challenger 582 and 503 Power Packs

4/15/14 3:54 PM 1 of 2 including engines, reduction drives and props click here.

To learn and see more order our comprehensive information package and video!

4/15/14 3:54 PM 2 of 2 National Ultralight Inc.

582 Approved in Canada

For additional info on the Challenger 582 and 503 Power Packs including engines, reduction drives and props click here.

The Rotax 582 is approved for Challenger II aircraft in the Advanced Ultralight category when installed with the motor mount, exhaust mount, cooling system, reduction drive, prop and optional oil injection sourced from National Ultralight.

Note that this approval is specific to the 582 DCDI UL Model 99, also known as the Blue Head. The earlier 582 Model 90, aka the Grey Head, is not approved.

The approval of engines, wheels, floats and skis is contingent upon using approved installation hardware and instructions. One-off configurations or installations are not approved because it is not economically viable to do the extensive engineering analysis required to validate their airworthiness.

Our Frequently Asked Questions section shows which engines, floats, skis, etc are approved for the Advanced Ultralight category - see Aircraft Registration.

News Flash - June 2006: Rotax has certified the new 582 UL Model 99 engine used in the Challenger II to meet the US Light Sport Aircraft category ASTM standards. This puts the 582 right alongside the 912 and 914. Way to go 582!

Following is Bryan Quickmire's account of installing the 65 hp 582 on C-FXSL.

BEFORE = 503 (Click to enlarge!)

2/3/14 10:27 PM 1 of 6 In the summer of 2005 I replaced the air-cooled 503 engine on my Challenger with a new liquid-cooled 582. On a brand new Challenger the process of installing a 582 is somewhat longer than for the 503 but it is straightforward. Instructions are excellent, with lots of annotated colour photos.

To upgrade an existing 503 Challenger is more involved. You have to replace everything from the motor mount out to the prop except for the reduction drive. The electric start system requires a different internal spacer and the housing has to be modified to fit. The cabin heater can be quite challenging to retrofit

There's a new motor mount, exhaust mount and fuel pump mount. The prop is a 3-blade ground-adjustable Warp Drive with carbon fibre blades and nickle leading edges. We use the machined aluminum hub, rather than the standard hub, since it is lighter and affords easier adjustment of the blade pitch angles.

The updraft radiator is above the wing in front of the prop and sits parallel to the airflow rather than perpendicular to minimize drag. Cockpit controllable louvres, like cowl flaps or shutters, modulate the flow of the air through the rad to keep coolant temps bang on for outstanding reliability. The cabin heater is located in the fuselage below the engine and consists of a remote heater core with a three speed electric blower and recirculating ducts. All very kewl!

AFTER = 582 (Click to enlarge!)

2/3/14 10:27 PM 2 of 6 The 582 engine is 11 lbs lighter than the 503. With cooling system and coolant plus the heavier prop and cabin heater there is a small net weight gain of about 10-20 lbs. This is completely overshadowed by 30% more horsepower!

The answer to your obvious question - how does it perform - is going to sound like an ad! The Challenger has always impressed me with how much it can wring out of the Rotax 503 - it really is a wow thanks to the light weight, huge wing and sleek airframe. No other ultralight or GA aircraft comes close, even with engines one or two sizes larger. (I told you it would sound like an ad!)

Well with the 582 the Challenger goes from wow to WOW! I now have a few hundred hours on my Challenger and several others with 582's, mostly on amphibious floats but also on wheel/skis and tundra tires. The difference is especially notable in trying conditions - amphib floats, heavy loads, hot days, high altitudes. In these conditions the 582 Challenger takes off in half the distance and climbs twice as fast as the 503 Challenger. WOW!

I'm also enjoying significantly improved fuel economy - about 10% less fuel at typical cruise speeds and about 45% less fuel to climb to altitude. The more efficient design of the 582 uses less fuel to produce a given amount of horsepower so at the same cruise speed as the 503 the fuel burn is lower. At wide open throttle the 582 uses only 6% more fuel to produce 30% more power so with the climb rate doubled it takes way less gas to get to altitude.

With the 582 at a medium cruise power setting I fly at the same speed as I did at the 503's max cruise setting: 75 mph (TAS) on amphibs, 85 on wheels or skis. At that speed the 582's fuel burn is 16 litres/hour (4 USgph) which is about 10% less than the 503. If I slow down 10 mph for sightseeing then fuel consumption drops to 12 litres/hour (3 USgph). If I throttle up to high cruise

2/3/14 10:27 PM 3 of 6 power with the 582 then speed goes up 5-10 mph but of course so does fuel use. Unless I'm in a hurry or there's a big headwind I fly at medium cruise and save gas.

THE TWINS (Click to enlarge!)

We had great fun in October - local owner Brent Thompson shot video of my Challenger with the 582 and John Kossup's Challenger with a 503. Both have Puddlejumper amphibious floats and long range fuel tanks. The planes are painted identically! John is a firefighter in Hamilton - his call sign is C-IZZL!

Our goal was to show the relative performance of the two engines in typical recreational operations. We did not use short takeoff or aggressive techniques at minimum speeds. The throttles were advanced smoothly and slowly. On land the brakes were not held. On land and water rotation was gentle and the planes flew off rather than being hauled off or popped off into ground effect.

Once airborne the aircraft were accelerated in level flight to the typical 55 mph cruise climb speed before being pitched up to commence the climb out. In the case of the 582 the acceleration is so quick there is no discernible pause between leaving the surface, achieving 55, and assuming the climb attitude!

From land and water the takeoff and climb performance of both 503 and 582 Challengers is truly outstanding. In the land takeoffs the 503 Challenger was airborne in about 550 feet while the 582 Challenger took a mere 300 feet to get off. This with amphibious floats, relaxed technique and virtually calm winds!

With a crosswind on the lake rather than a more helpful headwind, the water takeoffs were 7-8 seconds for the 582 and 12-14 seconds for the 503. The angle of climb delta has to be 2 to 1! The 582 Challenger gets up on the step fast and charges through the waves - brute force in action - no finesse required!

It's interesting to note that there was a crosswind from the left, rather than a headwind, and that the wind over the hills on the left off camera was creating downdrafts and turbulence suppressing performance. Both planes could easily have been rotated out of the water significantly earlier. Imagine this video with the wind on the nose, no downdrafts, and a more aggressive technique!

503 vs 582 STILLS - GRABS 503 vs 582 VIDEO - HEADSTART

2/3/14 10:27 PM 4 of 6 (Click image below to enlarge!) (Click image below to play!)

503 vs 582 VIDEO - LANDLUBBERS 503 vs 582 VIDEO - DIFFERENCE (Click image below to play!) (Click image below to play!)

If you haven't seen enough yet click here for a 582 Challenger launch on skis!

On any other ultralight to come close to this you'd need a Rotax 912 which is close to $20,000. That's engine alone - the mounts, prop, etc are another $5,000! And to support the extra weight you need bigger, more expensive floats, ...

We timed the water takeoffs of a competitor with a 912 and amphibious floats. The 503 Challenger on amphibs gets off in the same time, at less than half the cost! The 582 Challenger takes off in half the time! Plus the Challengers cruise 10 mph faster! It's our famous big wing, light weight and sleek shape at work!

The Challenger II 582 package is only Cdn$5,000 over the price of the 503. Fuel economy of the 582 is substantially better. Maintenance costs are similar. For those owners operating at higher weights on floats or at higher elevations, or those who just want a higher Coefficient of Wow, this is a very affordable route to greater performance. I'm lovin' it!

2/3/14 10:27 PM 5 of 6 For additional info on the Challenger 582 and 503 Power Packs including engines, reduction drives and props click here.

To learn and see more order our comprehensive information package and video!

2/3/14 10:27 PM 6 of 6 Puddlejumper Floats

Canada's Favourite Advanced Ultralight

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Three very different float designs are available for the Challenger: fibreglass, aluminum and inflatable. All three are available in both straight and amphibious configurations. For over 20 years the vast majority of Challenger owners have chosen fibreglass amphibious floats made by Puddlejumper Floats of Canada.

Compared to the alternatives, Puddlejumpers are lighter (so you can carry more payload), more hydrodynamic (so you can lift the payload out of the water sooner), and more aerodynamic (so you can carry the payload faster). The numbers speak for themselves - Puddlejumper amphibs only add 100 lbs to your empty weight and they only subtract 10 mph from your cruise speed!

Unlike all other floats on all other planes the Puddlejumper amphibious versions have negligible cost, weight and performance penalties compared to straight floats. The flexibility and convenience of choosing freely between water and land operations makes the Puddlejumper amphibs irresistible.

The 14 foot Puddlejumpers have 1000 lbs of displacement per float which provides excellent buoyancy for the entire Challenger line of aircraft. Using

2/3/14 10:32 PM 1 of 4 the conservative requirements for certified seaplanes this allows for gross weights of up to 1111 lbs while still providing 80% reserve buoyancy. This is more than sufficient even for the new Challenger Light Sport XL-65 and XS-65 with their gross weights of 1060 lbs, the highest gross of all the Challenger models.

The distribution of the buoyancy favours the front of the floats so they ride well in rough water without burying the bows in the waves. Even taxiing in high winds on turns from downwind to upwind the bows tend not to submerge.

In light winds the Challenger can be maneuvered on the water with just the air rudder - the prop is so close that it doesn't take much power to steer. The optional water rudder allows water ops in confined spaces and higher winds.

Puddlejumper floats utilize a unique tunnel hull design rather than the v-shaped hulls of aluminum floats or the flat-bottoms of inflatables. Patterned after high speed racing boats the tunnel makes a concave channel in the centre of the float which traps air thereby creating lift. The lift together with a minimum amount of hull surface in contact with the water enables much more rapid acceleration to liftoff speed and much easier breaking free from the water. Once airborne the hulls also create lift which helps to offset their weight.

The tunnel hulls break up the surface tension of glassy water - that's the "suction" effect which makes it hard for floats to get out of the water and airborne in very smooth conditions without ripples or waves. This allows the Challenger with its large wing and high power-to-weight ratio to take off from glassy water in a fraction of the distance of other aircraft/float combinations.

The hulls of the Puddlejumper floats are constructed of fibreglass and each pontoon has three watertight compartments separated by bulkheads. Optionally the bottoms or the entire hulls can be manufactured in kevlar.

2/3/14 10:32 PM 2 of 4 There is also an option to have the gel coat coloured to match your paint scheme.

All rigging hardware needed to attach the floats to your Challenger is provided. A five point attachment system is used so when the seasons change you can switch your Challenger between floats and skis or wheels in only 90 minutes.

Rigging hardware is aircraft aluminum and stainless steel to obviate corrosion. An optional Salt Water Operations package of special bearings, bushings, axles and other parts can be installed if desired.

Puddlejumpers have an elegantly simple gear retraction/extension mechanism. Cables and gravity are used to avoid electric, air or hydraulic screw ups. The main wheels retract into wells in the pontoons while the nosewheel goes up and down like an upside-down periscope. The steerable nosewheel gives easy maneuvering on land and permits operation in 20 mph crosswinds.

The new third generation landing gear is extremely rugged - it is designed for aircraft up to 1232 lbs, well in excess of even the highest grossing Challengers, the new Light Sport XL-65 and XS-65 with their max takeoff weights of 1060 lbs. Challengers on amphibious Puddlejumpers operate routinely from grass and dirt venues, not just the smooth pavement required for many amphibs.

2/3/14 10:32 PM 3 of 4 The third generation amphibs have reinforced hulls, 70% stronger nose gear, larger nose wheels and larger main wheel wells with 6" forks for larger wheels. Hydraulic disc brakes have replaced the drum brakes used in the past. There have been many other less obvious improvements including, for example, a stainless steel wear plate in the nose gear down lock.

To top all this off, Puddlejumpers cost less too. See why owners prefer them?

Seaplane pilots say that float flying is the hard drugs of aviation - instantly addictive! To see why click here, here, here, here, here, here, here and here!!!

To learn and see more order our comprehensive information package and video!

2/3/14 10:32 PM 4 of 4 Challenger Advanced Ultralight & Light Sport Aircraft - National Ultr... file:///C:/$$$$$nu_www/$www.challenger.ca/lightsport_report.html

Light Sport Report

Canada's Favourite Advanced Ultralight

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The new Challenger Light Sport X Series was designed expressly for Canadian missions. The new X Series models have many features and enhancements requested by owners which greatly enhance the performance, versatility and utility of the Challenger Light Sport line of aircraft.

The XL-65 model is powered by the larger 65 hp Rotax 582 engine which is liquid cooled and has an updraft radiator mounted above the wing. This aircraft has the longer 29.5 foot wing with fibreglass Hoerner style wing tips. The cruise speed is about 90mph and Vne is 100 mph.

The larger high lift wing plus the extra horsepower enables the XL-65 to be used on floats as well as wheels and skis. On the XL-65 the standard long range fuel of 20 USgal is carried in wing tanks. This frees up a large amount of space for luggage behind the rear seat. The gross weight on the XL-65 is increased to 1060 lbs. These features combine to make the Challenger XL-65 a true two person cross country aircraft suitable for overnight trips.

The new Challenger Light Sport XS-65 is a derivative of the best-selling XL-65 with all the same features including the 582 Power Pack but with a clip wing four feet shorter - 26 ft versus 29.5 ft. The XS-65 is optimized for speed whereas the XL-65 is optimized for lift.

The XS-65 and XL-65 have 1060 lb gross weights and both are approved on amphib floats as Advanced Ultralights. On floats both will perform better than any aircraft in their class, even with two people on board, and even on hot summer days. When the primary mission is amphibious floats the XL-65 will be a better choice than the XS-65 due to its larger wing area creating more lift.

The XS-50 model is powered by the venerable, cost effective 50 hp Rotax 503 air cooled engine. This aircraft has the clipped 26 foot wings with fibreglass Hoerner style wing tips. The short wing span gives it a very high cruise speed approaching 100 mph and a Vne of 120 mph. The XS-50 is designed for use on wheels and skis. It is not suitable for use with floats due to the short wing span and the limited horsepower. The gross weight is 960 lbs.

The new X Series models have the following upgrades and new features:

2/4/14 11:22 PM 1 of 3 Challenger Advanced Ultralight & Light Sport Aircraft - National Ultr... file:///C:/$$$$$nu_www/$www.challenger.ca/lightsport_report.html

1. A beefed up yet more streamlined landing gear. The landing gear sockets inside the fuselage are larger with additional welded steel cross braces. There are no longer any external drag or underbelly wires. The additional cross braces also strengthen the belly of the aircraft at the center of gravity.

2. The tail is the most noticeable change on these models. The new design is is 10 inches taller with 25% more surface area. This will make the aircraft much more directionally stable thus requiring less footwork on the rudder pedals.

3. The aileron bell crank is modified so that the flaperons function as differential ailerons thus reducing adverse yaw. The airplane is even more friendly to fly, especially for those used to GA aircraft with low rudder usage.

4. The cockpit windscreen, side rails, and doors have been redesigned to make entry much easier. The windscreen stops 4.5 inches closer to the nose compared to previous models. This gives more room for the pilot to enter the front seat. The side rails are lower all the way to the back of the rear seat to make the aircraft easier for passenger entry as well. A hinged windscreen modification is available if the pilot desires even more room for entry.

5. Additional streamlining is included in these new kits. The landing gear legs are smaller in diameter and are made from solid aluminum shafts. There are no external support wires. They have full length streamlined covers. All of the jury struts on the main wings are now streamlined as well as the struts supporting the horizontal stabilizers in the tail.

6. Hegar hydraulic disc brakes are standard. The lines are hidden beneath the streamlined covers. There are no longer any exposed cables. This cleans up the appearance of the aircraft around the landing gear and the cockpit.

7. The cruise speeds are increased due to all of the additional streamlining.

8. The internal design of the wings has been changed to increase strength and accommodate the fuel tanks. A light weight leading edge channel wrap eliminates the scalloping effect on the leading edge of the ribs seen on earlier Challenger models. The bottom surface of the wings now has ribs every 18 inches as opposed to none at all on earlier models.

9. The new wing design enables two 10 gallon wing tanks to be installed. This not only increases the range of the aircraft but also contributes to the higher gross weight on the XL-65 and XS-65. The wing carries the weight of the fuel load internally rather than having to support that weight in the fuselage. Wing tanks are standard on the XL-65 and XS-65 and optional on the XS-50. With wing tanks the fuselage can be equipped with a baggage compartment.

10. The new Light Sport models come standard with a heavy load saddle kit. This greatly increases the strength and durability of the attachment of the main lift struts to the fuselage longerons. This kit spreads the forces acting on the bolts and nuts holding the Rony brackets over a much larger area and also

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eliminates movement at the interface.

11. The XL-65 and XS-65 at 1060 lbs have maximum load factors of +6G/-3G. The XS-50 has max load factors of +6G/-3G at 960 lbs.

12. The instrument panel has been upgraded also. A precut aluminum panel is now supplied. A full suite of analogue instruments is now standard including air speed, altimeter, slip indicator, compass, tachometer, hour meter, fuel gauge, dual EGT, dual CHT, and coolant temperature (XL-65).

To learn and see more order our comprehensive information package and video!

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Higher Gross Weight

Canada's Favourite Advanced Ultralight

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The new Challenger Light Sport XL-65 and XS-65 models have a gross weight of 1060 lbs at load factors of +6G/-3G. The new Challenger Light Sport XS-50 has a gross weight of 960 lbs at load factors of +6G/-3G.

The challenge with all airplanes is to keep the empty weight as low as possible to maximize payload and performance. However, people's wants and needs have changed over the years and modern Challengers are heavier than they used to be. Quad City understood the impact of growth in empty weight and incorporated design improvements to increase the maximum gross weight. The maximum takeoff weight has increased from the original 800 lbs to 960 lbs and now with the new XL-65 and XS-65 models to 1060 lbs.

The original Challengers back in 1983 had no doors, no brakes, no streamline fairings, no radio, no electric start, no battery, no lights, no heater, and so on. Needless to say they were very light weight! Many of those features are now considered essential by owners, especially in Canada and the northern United States. Obviously this has increased the empty weights! Add to this list long range fuel tanks plus pilots who aren't getting any thinner and...

The problem with all virtually all two seat airplanes is that when equipped with floats they essentially become single seat aircraft during the hot, humid summer months. Likewise four seaters become two seaters, six seaters become three seaters, etc. Performance suffers and even becomes dangerous.

The Rotax 582 eliminates this problem by adding power - it has 30% more thrust than a 503. A 582 Challenger on floats flies like a 503 Challenger on wheels. In effect a 582 powered Challenger flies like it is not on floats at all.

The more powerful engine is not the only reason for the increased gross weight on the XL-65 and XS-65. Both models feature a heavy load saddle kit that strengthens the connection where the main lift struts attach to the fuselage. The kit spreads the pull forces from the wing over a wider area where the rony brackets for the struts are bolted to the longeron. The wings are therefore able to pull on the fuselage with more force with the high load kit than without. This kit is available for retrofit on any Challenger but it alone will not increase the gross weight of older Challengers.

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Very importantly the XL-65 and XS-65 have the fuel tanks in the wings as a standard feature. The wings have been redesigned internally for additional strength to accommodate the two 10 gallon wing tanks. Having the fuel in the wings means that the weight of the fuel formerly in the fuselage does not have to be supported by the wing to fuselage attachments or by the strut to wing and strut to fuselage attachments.

As well, both the XL-65 and XS-65 models have a completely redesigned landing gear. The welded steel cuffs that support the gear legs have been heavily reinforced. Formerly the steel cuffs were two separate units that set around the two large fuselage longerons. Now the two steel cuffs are connected together with a welded steel cross brace that spans the width of the fuselage. In addition, the cuffs are supported by triangular welded steel support rods that are inside the fuselage. These supports brace the gear leg cuffs from forces encountered during landing and taxiing across rough terrain at the higher gross weights.

So, these four new features: more horse power, the heavy load saddle kit, the wing tanks and the beefed up landing gear, all add up to the higher allowable gross weight of 1060 lbs for the XL-65 and XS-65 models.

On floats both models will perform better than any aircraft in their class, even with two people on board, and even on hot summer days. When the primary mission is amphibious floats the XL-65 will be a better choice than the XS-65 due to its larger wing area creating more lift.

The XS-50 model has the new landing gear primarily to benefit operations on rough surfaces. Even with the heavy load kit and the optional wing tanks the XS-50 is limited to 960 lbs and is not suitable for floats due to the smaller 503 engine and the 26 foot clipped wings.

Your pilot training taught you about density altitude and its impact on takeoff and climb performance. All this having been said, it is always wise to keep a circumspect eye on your gross weight, especially when its hot, humid and/or you are operating at high altitudes.

To learn and see more order our comprehensive information package and video!

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