After working on getting a job flying a Challenger 604/605 the types are different. With a CL-65 you would do the "short course" to get a CL-604 type. Assuming these are both PIC types you will have BOTH on your cert. The Global is a whole other $50K type rating. Its a BD-700. The CRJ-100,200,440,700,900 are all CL-65 with differences training.

The FAA makes no sense when it comes to type ratings, I have a Lr jet type and you can fly like six or seven different versions, and let me tell you there are alot of big differences between some of them. But an CL65 and CL604 are different types altogether, just good old goverment stupidity.

The Lear is built in the good old USA (even though it's now owned by Bombardier). The Challenger isn't. Citations are the same way- my CE500 type covers about 3 million differerent variants... My guess that in part it's political. In part it's how the airplane was certified.

It all has to do with the certification efforts and desires of the manufacturer. Perhaps the good folks in CYUL didn't want CL65 drivers to be cross qualified in the corporate jet versions of very similar birds?

Between airline stints I worked as a sim instructor in SAV and got typed in the GV. That jewel of a rating is good for the G350, G450, G500, G550, GV classic and hopefully even the soon to come G650. All of these birds except the classic GV have essentially identical flight decks. The classic GV (the plane the rating is based on) is an entirely different animal, but all that is required is differences training. I would argue the GV is a lot further from the others than the CL65 is from the Challenger 604/605, but that's the way the manufacturers certified 'em.

I have the Challanger 600 and 604 type rating. One guy I fly with came out of the airlines with a CL65 type he still had to go thru upgrade/initial coure "short course" for the Cl604 type. The normal course is 21 days for the intial at FSI/CAE. You also have to remember Cl65 flying is dramatically different then flying a Challanger series aircraft. Different avionics, different deck angels for manuvers. There are Cl65 corporate shuttle versions in the non 121 world. I am seeing them more and more. I understand they are great short haul aircraft for some fortune 500 flight departments.

The GV is the essential the same aircaft as the G350/450/550 with subtle differences, the avionics are dramatically different but that is why the avionics upgrade course costs dramatically more. You can't just fly a G550 with a GV type rating. The cost is almost twice as much for the G550 course as it is for the GV course. The FAA has safe guards for a reason. IT's called SAFETY.

Someone told me it was started by the airlines who were buying CRJs. They didn't want pilots to be able to bail to a corp. job with the same type rating.

This is all hearsay and speculation.

I think the confusion comes from the fact a CRJ2 or 7 or 9 is identified as a Cl600-2etc thus it looks like the same identifier for a challenger and we all know a crj is a challenger with plugs, but it was my understanding our type ratings are CL-65 specifically to prevent airline to corporate crossover (not that getting a corporate job with an airline stink is going to be super easy anyway)

I have heard that rumor about the type as well. I also heard that in Canada it was the same type for a long time and then changed it. The airlines pushed for that with the Beech 1900 and the King Air 300/350 adn eventually got it. However a good friend of mine flys at Comair on the RJ. We were comparing notes on the aircraft and determined although they are many similarities in the aircraft they are not really that close and there are aircraft with different types that are much more similar. ie, Gulfstream 3 AC model - Gulfstream 4.

where is the safety on having the Lear 23 the same type as the Lear 55...

they are not even close.....