Global express

[rod farva]

Is a global express basically a crj-900 with a fancy interior and longer legs? If so, how come the global is one the harder jobs to get but if you have a pulse and 50 ME you can fly an RJ commuter anywhere? Discuss.

 

[jonjuan]

Is a global express basically a crj-900 with a fancy interior and longer legs? If so, how come the global is one the harder jobs to get but if you have a pulse and 50 ME you can fly an RJ commuter anywhere? Discuss.

If flying a C-172 paid $200K a year, it would be one of the "harder jobs to get."

 

[shroomwell]

Because the people in the back expect more, and are willing to pay more. Not to mention there are not that many of them flying around. Also, I believe the global is a different aircraft from the CRJ.

 

[rod farva]

Both excellent points. Thank you for the civil replies.

 

[Shamrock1]

Different frames, engines, avionics, and a higher level of automation. I am not sure if it is the same wing or not. The boss expects the plane and the crew to be ale to go anywhere at anytime (knowledge base of the crews and capabilities of the aircraft), and will compensate accordingly (hopefully).

 

[SCT]

I believe there is very little in common between a CRJ and a Global except for the Bomb. name. Now, the 604 and CRJ have similiar systems in common (according to our DM an ex RJ mech.) and they do not share the same type rating.

 

[svcta]

I was doing CL-65 sim at Bomb. once upon a time and made it in to the Glex sim for a bit, totally different airplane from what I could tell.

 

[Problow]

RJ are regional. Never heard of one going on a 3 week trip to Asia, Europe, or south america. You get on a global u can expect to carry more than ur airline flight bag. Africa is a little different then O'hare

 

[thatpilotguy]

From what I understand the global is a totally different animal. We recently did a pilot demo in the global 5000, which for all practical purposes is the same as it's big brother. The wing is incredible and not the same wing as the RJ, it's capable of much higher cruise speeds compared to the RJ. Include autothrottles, hud, IRU's and other goodies up front. Slightly dated avionics, but it's no RJ

 

[B1900FO]

Have worked pretty closely with a Global operator out of Boston. Great airplane, and VERY different than an RJ. Essentially its a 100X100 ft airplane with a drastically different wing, drastically different field performance and bigger engines.

As for the total time to fly one...I think the answer is insurance. Most corporate guys don't go through a 121 training program to fly their corporate airplane....

 

[Mercury]

As for the total time to fly one...I think the answer is insurance. Most corporate guys don't go through a 121 training program to fly their corporate airplane....

Not sure that i grasp the point you are trying to make with this statement. I assist with recruiting and hiring at my company (Fortune 150) and I can tell you that just about every resume we see has more than enough total time listed. We are looking for a certain type of individual. Corporate flying (esp. internationally) is drastically different from the regionals.

 

[B1900FO]

Not sure that i grasp the point you are trying to make with this statement. I assist with recruiting and hiring at my company (Fortune 150) and I can tell you that just about every resume we see has more than enough total time listed. We are looking for a certain type of individual. Corporate flying (esp. internationally) is drastically different from the regionals.

I was reffering to his question about how people can get hired to fly an RJ with 50 hours of multi-time. Since they go through an extremely regimented training program, I believe is what allows that.

I mean that if an individual showed up in your office with 50 hours of piston-multi time then they would probably be uninsurable. Thats all....

 

[Mercury]

True, they would definaltey be uninsurable. As for getting hired with 50 hours of ME time...well thats a whole different discussion. Its hard to believe that less than ten years ago, you had to have a min 1500 TT and 200-300 ME to even be competative at most commuters, and that was for a job in the 1900 or EMB120. Different state of affairs in the industry today.Best of luck to you!

Merc

 

[GVFlyer]

Different frames, engines, avionics, and a higher level of automation. I am not sure if it is the same wing or not. The boss expects the plane and the crew to be ale to go anywhere at anytime (knowledge base of the crews and capabilities of the aircraft), and will compensate accordingly (hopefully).

The Global's wing and center fuselage section are made for Bombardier by Mitsubishi Heavy Industries in Nagoya Japan, the same people that brought you the MU-2 and the Diamond Jet.


GV

 

[jonjuan]

The Global's wing and center fuselage section are made for Bombardier by Mitsubishi Heavy Industries in Nagoya Japan, the same people that brought you the MU-2 and the Diamond Jet.


GV

So-GV, answer the question. Is it the same wing or not?
Mistubishi Heavy- they also produced the G300 wing which kicks the snot out of the Gulfstream G-200 wing. What's your point? Are you really comparing the aerodynamics of the MU-2 and Beechjet wing to the Global wing? How about the G-100, G-150? Age 60 is closer than you think, GV.