CL-65 to CL-604,601

[Rick James]

About 30K from Bombardier as of two years ago. If you're going to someone currently operating the aircraft, they probably have a respectable discount. The operator I worked for was getting initials for about 17k on the 604.

CL604 recurrent is $18K alone, did Walmart start selling jet type ratings?

 

[hawkerflyer]

This summer, 2 604 initials with 605 diffs at Bombardier DFW. 50K+ each.

 

[ruhroa]

yeah that sounds more like the logical pricing......

 

[BoilerUP]

And I thought $25k for a CJ2+ Initial was high...that's around or north of Falcon EASy Initial!

 

[ruhroa]

well unless it has dramatically changed the CL604 type rating was considered upper end in the type rating game............... I know a few years ago it was considered a "large" business jet so naturally it came with a "large" cost for training

 

[BuckMurdock1]

Just curious for those who'd know: what are the major differences between the
CRJ and the Challenger series? I was under the impression that the CRJ was simply a stretched Challenger..of course with some variances in avionics, etc. (never been in a Challenger). Just can't see how it should be a completely different type-rating & not 'differences'.
..Someone set me straight.

 

[AbOvo]

The pressurization control system is different, no dual CPAM.

No flaps 8. Some CL65s didn't have it either for a while.

The fuel system is different. Forward and aft center tanks as well as a tail tank. 19600lbs depending on how you fuel it.

ECS is different. It actually works

No wipers

EICAS doesn't show as many systems. Not sure if they have improved it on the 850.

Obviously all of the weights are different as well as the shorter wing and fuselage.

Since they go international a Challenger will have significantly more avionics equipment, IRS, HF, dual CDUs, etc. than a typical CL65.

In reality a 604 and a CR2 are similar in much the same way a CR2 and CR7/9 are similar. The manufacturer just chose to certify it as a CL60 instead of a CL65. The CL60 flies like a CL65 on crack.

Personally I'm glad they did it that way because it protects the jobs of the contract/corporate guys. There are just too many operators that will bargain down to the lowest price (a la Legacy) for contract flying to have meat in the seat.

Any Challenger operator with a brain is going to see value in your CL65 experience but corporate is as almost as much about your personality as it is your experience. Show up with the right attitude, make sure it's someone you want to fly with, and if they like you they'll send you to school. In 121 flying you're only stuck flying with a jerk for 4 days, corporate you could be stuck with a jerk for years.

If you're talking about a 601 the basic systems are similar but there isn't as much automation. Of course that depends on if you are talking about a -1A, -3A, -3A/ER, or -3R. Several of the schools have offered 601/604 differences and one offers 604/CL65 transition but they don't go the other way. They'll offer classes based on what the market will bear.

 

[Texx]

This summer, 2 604 initials with 605 diffs at Bombardier DFW. 50K+ each.

Did that include hookers from Harry Hines BLVD?

 

[BuckMurdock1]

The pressurization control system is different, no dual CPAM.

No flaps 8. Some CL65s didn't have it either for a while.

The fuel system is different. Forward and aft center tanks as well as a tail tank. 19600lbs depending on how you fuel it.

ECS is different. It actually works

No wipers

EICAS doesn't show as many systems. Not sure if they have improved it on the 850.

Obviously all of the weights are different as well as the shorter wing and fuselage.

Since they go international a Challenger will have significantly more avionics equipment, IRS, HF, dual CDUs, etc. than a typical CL65.

In reality a 604 and a CR2 are similar in much the same way a CR2 and CR7/9 are similar. The manufacturer just chose to certify it as a CL60 instead of a CL65. The CL60 flies like a CL65 on crack.

Personally I'm glad they did it that way because it protects the jobs of the contract/corporate guys. There are just too many operators that will bargain down to the lowest price (a la Legacy) for contract flying to have meat in the seat.

Any Challenger operator with a brain is going to see value in your CL65 experience but corporate is as almost as much about your personality as it is your experience. Show up with the right attitude, make sure it's someone you want to fly with, and if they like you they'll send you to school. In 121 flying you're only stuck flying with a jerk for 4 days, corporate you could be stuck with a jerk for years.

If you're talking about a 601 the basic systems are similar but there isn't as much automation. Of course that depends on if you are talking about a -1A, -3A, -3A/ER, or -3R. Several of the schools have offered 601/604 differences and one offers 604/CL65 transition but they don't go the other way. They'll offer classes based on what the market will bear.

Thanks so much for the reply. Sometimes it's just frustrating-- you have all this CRJ PIC time (i know I'm not alone in thinking this)..which doesn't seem to be worth d*ck when it comes to a corporate jet which looks identical to the CRJ. Good to know what some of the actual differences are. Kind of puzzling how all the 737 series are the same type rating.. yet Challengers are all different.
Like you said-- I'll try dialing up the positive attitude and see if that helps. (since I don't have the $50K myself).

 

[hawkerflyer]

Did that include hookers from Harry Hines BLVD?

Actually had to spring for those myself, but picked them up at Bonedaddy's instead. The Harry Hines hookers just ain't what they used to be...