Challenger Ultralight Aircraft Builder Log

Challenger Construction Logbook, Builders Notes and Tips

This page has 6 sub sections besides my long winded and yet highly informative introduction:

1. The Challenger Construction Log Book
2. Builders Notes and Tips for Challenger Builders
3. Modifications – Useful and Legal
4. Instrument Panel Component Selection and Layout
5. Tips on Painting
6. Nice Finishing Touches

When I built my first Challenger, it took me almost 4 years working at it in evenings, on weekends, Sunday mornings, and on vacations from work. I bought my first section in the Fall of 2001 and it finally flew on May 30, 2005.

Unfortunately I didn’t keep a logbook of the work being done as I went along. I hate to think of the amount of time I spent during that first build. It sure wasn’t the 250 hours quoted from the Challenger factory. But of course, most planes have more options and extra little features than the base model the factory is referring to when they quote a 250 hour build time. But it was a labour of love. It was also a learning process. I did keep notes in the instruction manual margins and made little drawings and sketches. I also kept a thick three ring binder of all the paperwork, component manuals, and information and data sheets of the various equipment installed or used throughout the building process.

When I built my second Challenger, I resolved to keep an accurate detailed record of what I did at each step and the time it took. So it makes an interesting and informative time line. It should be of help to any new Challenger builder.

I also took lots of digital pictures of the different stages of construction and the extra features that I built in. Some of these extra features were learned from my first build or from seeing other Challengers at fly-ins.

I must point out that it is important to be very judicious in adding extra features and modifications to the Challenger. The weight of these extras adds up quickly and reduces the payload and performance of the finished plane, I also think that most of them are unnecessary and of little value. They only serve to add to the weight, complexity and cost of the plane. Many of the “mods” found on the internet mess with the basic design of the aircraft and may prove to be dangerous. If you are building the Challenger in Canada, some of these “mods” will not pass final inspection and will prevent the aircraft from being registered as an “advanced ultra-light”. That means that you will not be allowed to carry passengers that are not themselves also pilots.

In the U.S. the laws are different, and well it seems that anything goes, but the aircraft performance and safety may be compromised.

I must say that I have benefited greatly by listening carefully to a couple of experienced professional Challenger builders. I also attended a few training courses specifically aimed at Ultra-Light flying and Rotax engines.

It was invaluable experience attending the Rotax engine training course put on by Aeropropulsion and also their subsequent engine seminars presented at the Montebello fly-ins. The engine is really the most complex part of the Challenger and likely the most cause for concern by Challenger owners. I felt much more knowledgeable and confident in the power plant after these sessions.

Another valuable course that helped me during my build was a ground school course put on for Challenger drivers by Frank Hoffman of Hoftec. That course, for instance, helped me to see the need to have a fully equipped instrument panel for monitoring all of the engine parameters on all the cylinders. As a result, I ordered more engine temperature gauges in addition to the ones supplied with the kit. The course also highlighted the differences in flying an ultra-light like the Challenger compared to a heavier, more streamlined general aviation aircraft like a Cessna or a Piper. Different planes, different characteristics, different procedures, different considerations. Great safety information for a newbie to ultralight flying.