Hey All,
I will be starting initial for the Global Express and I am looking to try and get some basic systems overview... I flew the CRJ before being furloughed and from what I can tell it seems to be very comparable. Anybody have any experience flying these 2 aircraft and recommendations? Thanks

 

You were furloughed from the right seat of the CRJ...and got a job flying a Global Express?

 

yep... all about making those connections

 

There some some similarities but they are really completely different. The hydraulic system is almost identical, a few little differences. The flight controls work kinda the same way. Avionics are nothing alike. The Global is all honeywell and to me was less friendly at first than collins but I don't even remember collins now. Everything in a global is automatic. A lot of the logic is the same but almost everything else is different.

Flying wise the global is a hot rod unless you are heavy. A heavy global to me is like a CRJ200 normal. You also really have to be careful in a global that you don't drag a wing.

 

Mlbfly is on the money. I flew the CRJ and then the Global too, I would add that the Global's heart is truly in the electrics. The sweet spot for cruise seems to be around 410/430. I have never once taken the bird to 510. The performance spaghetti charts they teach in initial are abysmal. Oh yeah, trade in that puny regional over-nite bags and get yourself one of those global sized ones!

 

I didn't fly the CRJ, but did fly the 604/605.

Hydraulics: pretty much the same-sources, power distribution
Electrics--very different, 4 generators, each with its own bus. DC is similar, 4 TRs

RAT, instead of an ADG, has its own hydraulic pump to power Sys. 3.

Flight controls: Flaps and slats--speeds are lower, normal landing Vref is around 109-112.

Fuel: much simpler, auto balance, cross feed open for OEI and don't worry about it. APU feeds off the right wing. Center tank auto feeds when wings are at 93%, similar but improved.

HUGE power most of the time, but max gross take-offs are more like CRJ and gross weight take-off top of climb will be 390-400.

If Honeywell, kinda old-fashioned, if Vision, new state of the art.

Ground steering: the same, including arm steering

No more pitot heat switches--all auto.

HUD will part of the course and check

PERF: yes, 410-450, light 470, if you really need to. M.85, unless you need the range, then LRC is .81-ish. 5000nm off 6000'.

Crosswinds you must decrab, not wing low. The clearance gets close beyond about 3-5 degrees. Training should have you some max crosswind landings.

Good luck, which training location? You'll love it.

GF