The first Challenger was
designed,
built, and tested in 1983. This new design was far superior to
the
Ultralights of the era
nearly doubling speeds and giving
real three axis control. This new design allowed flight in real
world
weather, not just in
the calm of early morning or late
afternoon.
Later, when the FAA allowed
two
seat ultralight trainers to be used, the two seat Challenger II was
developed.
This model
can be flown as an Ultralight
trainer
or registered as "Experimental" and is by far our most popular
model.
This model made
many award winning long distance
flights proving its abilities in the real world of cross country and
recreational
flying.
Both of these early aircraft
were
of superior advanced design, however any design can be improved on and
as the years
went by Quad City U/L Aircraft
has incorporated over a hundred improvements. Many manufacturers
improve their models
or introduce "new" models in
order
to make their old models "obsolete" to induce sales of new
aircraft.
Quad City U/L took a
different approach to changes and
upgrades.
From the beginning, Quad City
has
always had a policy that all changes and upgrades had to be
retrofitable
to all previous
models so that you can keep your
Challenger "new" for many years. You can check the date of
manufacture
of an older
aircraft and compare the
improvements
from the following list to see if it has been upgraded or needs to be
upgraded.
To check the order date and
serial
number, look on the top of the square root tube (that the wings bolt
to)
at the front of the
tube. The date of actual
manufacture is normally 4 to 16 weeks after the order date. If it
shows a CHII, that means it is a
two place aircraft, if it does
not say CHII, then it is a single place aircraft. At the end of
this
number, there will be two sets of
four numerals separated by a
hyphen.
The first four numerals will be the order date, such as 0491 which
indicates
April
1991, after the hyphen there will
be four more numerals which are the serial number, such as 0792 which
indicates
that is
792nd Challenger built.
(There
are over 2500 out there now).
Even though the aircraft can
be
kept updated, many have not been and these aircraft will not compare to
more recent
models in performance,
reliability,
appearance, and comfort. The following list will help determine
what
has or has not been
incorporated into an older
aircraft
and is proof of Quad City's continued commitment to building the best
and
safest kit in its
class.
The Evolution of the Challenger
Quad
City
Aircraft Corporation, manufacturer of the Challenger, has a different
philosophy
than most other manufacturers. Rather than introducing new models on a
regular
basis just for marketing hype, they believe that if the basic design is
right and the
concept
of the airplane fulfills an important need, it should be continuously
improved
and
refined
to the highest level possible, rather than starting over from scratch
with
subsequent
new, unproved models.
No
matter
how talented the designer, every new model goes through a
troubleshooting
process
as feedback comes from the experience of owners in the field over the
years.
If
that
information
is responded to constructively, it will lead to a far superior airplane
and a
happier
customer who is free from the niggling problem solving and trouble
shooting
that
accompanies
new models.
What
follows
is a detailed list of the improvements made to the design since 1983
and
the
approximate
date of the introduction of each modification.
Owners can
check
the date of manufacture of their Challenger to determine which
improvements
are incorporated. Note that the Date of Manufacture shown on the
Certificate
of
Registration
is usually not the actual date the kit was manufactured by Quad City.
In some cases
the dates are years apart!
To
correctly
determine the date of manufacture you must check the serial number
(located
on top
of the square root tube above the cockpit) which shows the order date.
Kits are
usually
manufactured 4 to 16 weeks after order.
For
example,
assume the serial number is 'CH21095-1405'. 'CH2' means it is a
Challenger
II
(two-seater)
with a long wing. '1095' means the plane was ordered in October 1995.
'1405'
means it is the 1,405th long wing Challenger II made.
Clipped-wings
have the letters CW in the serial instead of a hyphen. If there is
another
letter,
an R or a B for example, it indicates that the aircraft was shipped
with
Dacron
sailcloth
wing covering instead of Superflite or Stits aircraft fabric. The
letter
denotes the
color:
Red, Blue, etc. Single-seaters are identified by eliminating the prefix
CH2 before
the
remainder
of the serial number.
Calendar of Improvements to the Challenger
1983 - The KFM powered
Challenger
single-seater prototype is designed, built and tested
and
production
begins.
1983 - The nose shaft
is
strengthened by changing from 1 inch X .090 2024 T3 aluminum to
1 inch
X .120.
1984 - The Rotax 447
powered
Challenger II prototype is designed, built, tested and
production
begins.
1984 - The KFM engine
used
on the Challenger single-seaters is dropped in favor of
Rotax
engines.
1984 - Nylon cores are
installed
in control sticks at their pivot points, also in 2CT-3
fuselage
cross members where the control sticks are attached to the fuselage.
This
provides
a tighter 'feel' as well as preventing wear and play at pivot points.
1984 - A nylon core is
installed
in rear fuselage boom tube (2FB11) to prevent wear and
play in
elevator bell crank pivot point.
1984 - Elevator bell
crank
horns are changed from 2024 T3 aluminum to stainless steel to
prevent
elongation of holes over time.
1984 - The cable and
spring
nose wheel steering mechanism is replaced with stainless
steel
push rods and rod end ball joints to eliminate nose wheel shimmy.
1984 - The FB11
fuselage
cross tube is modified and strengthened by double sleeving in
6061 T6
aluminum.
1984 - The nose shaft is further strengthened with a T outer sleeve in Chromoly steel.
1984 - Fabric and Lexan doors are introduced for the single-seat Challenger.
1984 - The leading edge
of
both stabilizers are strengthened by double sleeving with 6061
T6
aluminum
to prevent wear at attach points.
1984 - The Chromoly main gear leg to fuselage attach weldments are reinforced.
1985 - A batch of Hegar
reduction
drive prop shafts were supplied to the factory
undersized.
The top pulley bearings would eventually rotate on the shaft causing
wear.
Owners
encountering a faulty shaft were asked to return it to the factory for
replacement
with the
correct shaft at no charge.
1985 - Rotax mufflers
were
reinforced at Quad City Aircraft with two welded steel straps
to
prevent
muffler cracking.
1985 - CSR2, CSR-4 and
CSR-6
ribs are added to provide additional bracing for the 2
FB-2
cockpit
rail.
1985 - A stainless
steel
wrap around exhaust mount was developed to prevent cracking of
the
Rotax
muffler.
1985 - An optional long
range
10 US gallon tank and supporting tray were introduced to
increase
endurance to over 3 hours.
1985 - Main wheel brakes are introduced.
1985 - An additional
attach
point on aileron bell crank (1 inch lower than previous) for the
aileron
pushrod is provided to allow the option of adjusting the ailerons for
more
aggressive
response.
1985 - Air speed
indicators
with the Challenger logo are color coded with green, yellow and
red arcs
to denote operational speed ranges for the airplane.
1985 - A triangular
gusset
is installed to strengthen the junction of the FB11 cross tube
and the
2FB11 rear fuselage boom tube.
1986 - An additional
attach
point (1 inch inboard from previous) is provided on the rudder
horns
to allow the option of adjusting the rudder for more aggressive
response.
1986 - Flaperons are
introduced
as an option that reduce stall speed by 5 mph and provide
the
function
of an in cabin trim system.
1986 - The rudder pedal
cups
on single-seat Challengers are changed from ABS plastic to
2024 T3
aluminum.
1986 - Octagonal steel
washers
are introduced to prevent chafing between the brake drum
and the
wheel that would result in movement of the wheel halves and eventually
causing
flat
tires.
1986 - Two large
triangular
boxed gussets are added to further strengthen the junction of
the FB11
cross tube and the 2FB11 rear fuselage boom tube.
1986 - Hegar V-belt
reduction
drive ratio is changed from 2.1 to 1 to 2.2 to 1. This larger
top
pulley
and new ratio greatly reduced harmonics, smoothing operation as well as
allowing
greater fuselage clearance for the propeller.
1986 - The dorsal fin is shortened 1 inch to enhance propeller clearance.
1986 - The standard
propeller
diameter is increased from 52 inches to 54, providing an
increase
in the rate and angle of climb.
1986 - An optional
winter
enclosure comprising a wrap around windshield and pair of
removable
doors are introduced that permit comfortable cold weather operation of
the
aircraft
with cabin heat as well as open air (convertible) operation in the
summer.
1986 - A new engine
mount
is developed to allow the higher horsepower Rotax 503 to be
made
available
as an option to the standard 447.
1986 - The Hegar 4
V-belt
reduction drive system is replaced with an HTD cog belt
system
which provides the positive engagement of a tooth belt with the
vibration
dampening
advantages of a reinforced rubber belt. The new system also greatly
simplifies
belt
tensioning
and eliminates the previous potential problems of V-belt slippage if
adjusted
too loosely or excessive crankshaft bearing wear if adjusted too
tightly.
1987 - The zero
porosity
Dacron covering used on the fuselage, tail feathers, ailerons and
wing
tips
is replaced with pre sewn socks of Stits certified aircraft fabric.
1987 - The elevator
shape
is changed from rectangular with a straight trailing edge to one
with a
curved trailing edge for improved aesthetics.
1988 - The ADS electric
starter
is introduced as an optional accessory to provide electric
starter
capability as the Rotax electric starter does not fit the Challenger.
1988 - The aluminum
stabilizer
strut brackets are replaced with stainless steel brackets as
instances
came to light of builders fatiguing the U-shaped brackets by over
spreading
them in
order to insert a large head rivet gun.
1988 - The number of stainless steel rivets attaching the inboard aileron hinges is doubled.
1988 - The 503 powered
Challenger
II Special is introduced as a clipped wing version (26
foot
span
in US, 28 foot span in Canada) of the two-seater. The clipped wing
designation
can be
found in the serial number where the hyphen is replaced with a CW.
Higher
cruise
and top
speeds accompanied with increased roll rates are the primary
differences.
Initial
flight
testing includes a 2500 mile cross country flight (with 2 other
Challengers)
from
Moline
Illinois to Lakeland, Florida and return.
1988 - The single-seat
fabric
and Lexan doors are replaced with a full wrap around Lexan
enclosure
as on the two-seat airplanes.
1988 - The lower engine
formers
are lowered to provide greater clearance between
fuselage
and engine to facilitate spark plug access and provide room for a cabin
adjustable
heater
system.
1988 - Stits certified
aircraft
fabric becomes available as a zero cost option for the wings to
provide
longer service life and improved appearance over the old style
pre-colored
Dacron
sailcloth
wing covers. A Stits rib kit is made available so older style Dacron
wings
can be
updated
to use Stits fabric. Later on the Superflite brand of the same fabric
comes
into
use.
1988 - The Dacron
pre-colored
sailcloth wing covers are modified to incorporate 12 ribs
per wing
in place of the previous 6.
1988 - Optional
streamlined
strut and gear fairings become available that reduce the
engine
off sink rate of the large wing two-seater from 500 ft/min to 330
ft/min
greatly
enhancing
the plane's soaring capability. The streamlined fairings also increase
cruise and
maximum
speeds by 7 miles per hour.
1988 - Stainless steel
jury
strut attach brackets are introduced to replace the 6061 T6
aluminum
brackets when using the streamlined fairings. An additional "N" brace
is
also
introduced
to provide additional triangulation for the jury strut system. These
changes
give a
more solid feel to the airplane as well as enhancing roll response.
1988 - A 26 foot span
Rotax
447 powered clip wing Special version of the single-seater is
introduced.
1989 - Rod end ball
joints
are introduced in place of clevis forks and pins on the elevator
push
rods
to prevent play developing in the system.
1989 - Brakes are now supplied pre-welded to the axles to simplify assembly.
1989 - An optional
smoked
glass tinted Lexan windshield and winter enclosure becomes
available
to enhance appearance, decrease summer cabin temperatures and reduce eye
strain
in bright conditions.
1989 - The aileron control system geometry is changed to provide lighter stick forces.
1989
-
Fiberglass droop wing tips are introduced as a cosmetic option after
Challengers
so
equipped
win major awards at Oshkosh and Sun 'N Fun. 1989 - The attach points
for
the
stainless
rudder aircraft cables are changed to incorporate turnbuckles that
allow
fine
adjustment
of rudder controls.
1989 - The Hirth 2703
single
ignition engine is introduced as an alternative option to the
Rotax
503.
1990 - The aileron
chord
is standardized on all Challenger models at 7 1/2 inches.
Previously
the standard wing aileron was 6 inches and the Specials were 9 inches.
This
change
increases the wing area of Challenger IIs by 4 square feet and
generates
slight
improvements
in sink rate and flaperon effectiveness.
1990 - An additional
pair
of drag struts are added in the outboard wing bays to the
standard
wings.
1990 - An adjustment system is introduced to simplify brake adjustment.
1990 - The long awaited
aircraft
version of the Rotax 503 is introduced providing many
improvements
over the earlier snowmobile derived engine. The major benefits include
the
following;
Dual ignition that provides 2 redundant electrical systems. Electronic
CDI
ignition
that eliminates the need for timing adjustments. A larger crankshaft
with
improved
bearings
that greatly increase the engine's overhaul intervals and reliability.
A more
efficient
fuel burn from the 2 spark plugs per cylinder which reduces fuel
consumption
at
cruise
from 3.8 gallons per hour to 2.8 gallons per hour and thereby
significantly
increases
range
and endurance. A dual ball joint exhaust system isolates the muffler
from
vibration
and
eliminates
the need for muffler reinforcement by the Challenger factory as well as
improving
engine breathing. These changes result in a significant improvement in
performance
(400 to 500 RPM) that increase the standard Challenger II cruise speed
to
80 MPH,
and maximum speed to 95 MPH as well as increasing the rate and angle of
climb.
1990 - Optional Mylar
coated
wing sails are introduced to increase the service life of the
Dacron
sailcloth wing option.
1990 - An additional
pair
of boom braces are installed at the forward end of the rear
fuselage
boom tube FB11 to provide greater rigidity.
1990 - A redesigned
belt
tensioning system is introduced for the Hegar drive eliminating
the
necessity
of a drilled shaft and simplifying adjustment. A stainless steel collar
provides
redundancy
that ensures belt tension even if the securing bolt is insufficiently
tightened.
1991 - An additional
lower
inboard wing rib is introduced to prevent bowing from over
shrinking
the underside wing fabric.
1991 - The Hirth 2703 dual electronic ignition engine is introduced.
1991 - An optional
fiberglass
pointed nose fairing is introduced to further streamline the
airplane
and enhance its appearance.
1991 - A new optional
electric
start system is introduced eliminating the maintenance
previously
required with the older ADS starter.
1992 - An optional 3
piece
fiberglass mid-wing gap cover is introduced to better fair the
junction
of the windshield with the wing and reduce drag at the propeller hub as
well as
enhance
appearance.
1992 - The wing tip bow
material
is changed from 3/4 inch .049 to 7/8 .058 6061 T6
aluminum.
1992 - A new design of
wheel
pants is introduced to enhance aerodynamics and
appearance.
1993 - A new fiberglass pointed nose option is introduced for single-seaters.
1993 - Doubled top and
bottom
ribs, spaced 6" apart, on inboard end of
wing are sheeted with aluminum to prevent bowing of inboard rib when
shrinking
fabric.
1993 - A top to bottom rib stiffener is installed between inboard wing ribs.
1995 - New 2.6 : 1
Challenger
reduction drive replaced the original Hegar drive.
This new
drive reduces propeller speed, is quieter, and improves performance.
The new
Challenger drive is taller, allowing a 60" prop in place of the
previous
54" prop.
This
slower
turning, longer prop is much more efficient, increasing cruise speed
by 10
M.P.H. and climb by 15%.
1995 - New 60 inch
diameter
propeller introduced with new drive. Greater propeller
efficiency
increases cruise speed by 10 mph and increases climb by 15%.
1995 - For float users,
Puddlejumper
Floats Inc. Introduces a new steerable, retractable
nose
gear
for their amphibious floats that is proprietary to the Challenger.
1995 - The inboard aileron end ribs are relocated 10 inches out from the old position.
1996 - The
wing
span of clip wing Challenger II Specials shipped to Canada is reduced
from 28
to 26 feet to be consistent with clips shipped around the world. This
results
in
slightly
higher speeds and roll rates. The change was enabled by amendments to
the
Canadian
Air Regulations to remove the wing loading limits for ultralights.
1996 - In November of
'96
Quad City Aircraft shipped their 2000th Challenger. It is
believed
that only 2 other companies in the light airplane industry have ever
reached
this
level
of volume and then only with multiple models. Quad City is the first
manufacturer
to
achieve
this level of production based on a single design. It is also the only
company to
achieve
this level with stable ownership and management throughout and therefore
uninterrupted
service and support of all customers.
1997 - An attractive
pair
of fiberglass wing tips is introduced. The new tips extend just 6
inches
beyond the ends of the spars (versus 18 inches for the previous tips)
thus
reducing
the wing
span by 2 feet. They increase cruise and top speeds (with resulting
gains
in
economy)
while their shape allows the airplane to continue to enjoy very low
stall
speeds.
These
tips attach in such a way as to greatly stiffen the outer portion of
the
wing. This in
turn
gives
the outer ends of the ailerons (the most effective portion) a better
bite
and in so
doing
increases the roll rate, particularly with the reduced span.
1997 - Axle weldments
are
redesigned to a two part system to increase strength and to
eliminate
the need of an axle spacer when mounting wheelpants.
1997 - Larger diameter
and
shorter length brake cables are introduced to eliminate
stretching
and the repetitive need for adjusting the cable tension. A larger brake
handle is
also
introduced
to make brake actuation easier and more effective.
1998 - 2 piece seat
cushions
are replaced with a one piece design to avoid the problem of
the rear
seat back cushion being blown out of the plane (and sometimes going
through
the
prop)
while flying solo with the doors off. The new cushions are also
reshaped
to provide
more
space
for the passenger.
1998 - The front and
rear
canvas seat slings are replaced with an aluminum design that is
stronger
and provides more leg room for both front and rear occupants. As well,
the down
tubes
forming the back of the front seat are closer together so the passenger
has
significantly
more width for their legs. The seat bottoms are hinged for easier
access
and
inspection
of the elevator pushrods.
1998 - A hinged
aluminum
access panel to the fuel tank replaces the earlier canvas
version.
1998 - New upper
fuselage
formers are introduce to ensure adequate clearance between
fuselage
fabric and the aileron control cables.
1998 - The ailerons are
shortened
at the inboard end in order to reduce adverse yaw as
well as
to clean up airflow to the engine and propeller.
1998 - An aluminum firewall is added to the fuselage down tubes in front of the engine.
1999 - The nose gear
shaft
is strengthened by upgrading from 1/8" wall to 1/4" wall