Flight crews also note that, prior to starting the APU before engine start, it's essential to power up the electrical system and let the avionics system run through the built-in tests, a hands-off period. It takes a few moments for the system to prepare itself for pilot inputs. Start tapping too soon and the BIT check may fail, thereby requiring a shutdown and reboot.
Operators credit Bombardier's customer service with marked improvement since the Challenger 300 made its debut. But they also say parts support still isn't yet to the high standard set by Gulfstream.
They also say that while Bombardier has upped its spec BOW for the aircraft to 23,850 lb., that's still not representative of most typically equipped aircraft, especially ones flown on transatlantic missions or between North and South America. And thanks to the Challenger 300's operating economics versus large-cabin aircraft, that represents an ever-growing number. The BOWs for aircraft equipped for international missions typically range between 24,400 and 24,800 lb., particularly if they're fitted with deluxe forward galleys and the hefty weight, backup hydraulically driven motor generator.
Operators also say Bombardier needs to offer an alternative progressive maintenance inspection program that would allow them to break up large maintenance tasks into small chunks that mostly could be accomplished during overnight layovers.
When the Challenger 300 entered service in early 2004, Bombardier faced little competition in the super-midsize class. The Hawker 4000 (nee Horizon) program was mired in problems and the Gulfstream 200 (nee Galaxy, nee Astra IV) was hamstrung by its anemic airport and climb performance. Bombardier owned the niche and Challenger 300 deliveries soared.
But now two strong competitors are emerging. The 3,600-nm range Gulfstream 280 overcomes virtually all the deficiencies of its G200 predecessor. Recently certified, that aircraft has the strongest performance in the super-midsize class, along with the largest cabin and aft baggage compartment, the most range and the best fuel efficiency.
As more Challenger 300 operators fly internationally, the G280 could prove to be an attractive alternative because of its 400+ nm range advantage and higher tanks-full payload when typically equipped.
From Embraer, the 3,000-nm EMB-550 Legacy 500 arrives this year. It has full fly-by-wire flight controls, and about the same cross section as the Challenger 300, but its cabin is about a foot shorter. While the range of the Brazilian jet is 200 mi. less than that of the Challenger 300, it offers even better runway performance on equal-range missions. And although it doesn't provide inflight access to the aft baggage compartment, it does have a 40-cu.-ft. aft internal luggage bay behind the lavatory.
When compared to the Challenger 300's flight deck, both the EMB-550 and G280 have considerably more advanced avionics suites, ones that offer standard auto-throttles, synthetic vision and optional head-up displays with IR cameras, along with WAAS LPV approach capabilities, RNP 0.3, CPDLC and ADS-B functionality. Both of the new competitors have standard or optional auto brake systems and both have better equipped standard galleys, higher pressurization and high-capacity vacuum lavatories.
Challenger 300 operators note, however, that Bombardier has been continuously upgrading the aircraft and periodically introduces block point upgrades. The next block point upgrade begins with serial number 20405 this year. Laser IRS will become the standard AHRS, synthetic vision will become available for the Pro Line 21 PFDs, a HUD will be offered as an option and close to a dozen other functions will be added to the avionics systems, operators say.