NYSPK9

Also consider CAE-Simuflite in Morristown, N.J. They have a good G450/G550 program. Costs seem to be somewhat less expensive, although I wouldn't call them inexpensive.

ce650

You should get a couple free types and maint. training in the deal when you purchase the plane. New that is.

Fred Flintstone

When I was a pilot instructor in SAV the quoted going rate was $67K for initial, $35K for recurrent. It is/was customary to get several crews included in the purchase price, something to consider if getting a new bird.

Previous poster is right, the GV type with differences training is good for the classic G5, the 350/450, the 500/550 and if the feds agree, the new 650.

From my contacts in SAV training starts are down, so it doesn't hurt to negotiate. Call the center manager and start talking.

You will love it, great bird and good place to train. Enjoy!

UCLAbruins

I've heard anywhere from $50K-$65K for a G550 type

as far as hours, I assume ATP mins... but keep in mind that bird requires two pilots that are up to speed in skill and intl procedures/operations... that's a whole different animal, but as long as you prepare, should be good to go...

Fred Flintstone

Actually it is possible to get the type rating without the ATP or without even a medical under FAR 61. Not much use for the rating without those, but possible!

This plane has glass, triple FMS, Class 3 EFB, HUD with EVS infrared vision, Synthetic Vision, Autothrust and an enormous range. While the basic systems aren't any harder to learn than any other business jet, the more familiar you are with advanced cockpits, the easier it will be to stay up with the lesson plans and the better you will feel going into the ride. Most people get worked up over the V1 cut and the circling approach on a type ride. The V1 cut is not terribly difficult in the memory steps and the plane is very powerful on one engine with darn near centerline thrust compared to something like an Airbus or 737. The circle is the easiest one out there IF you use your resources like the 10-9 page on the nav display. LOC 27 circle 18R in MEM is the most common circle and you will see it several times before the ride.

That being said, if you attempt this plane without glass or jet experience, you will have a lot to learn in a very short time. The only truly new item on the ride is demonstrating the point and click Honeywell Planeview display system to modify and build flight plans on the screen instead of punching away in the box. It is a new concept, but easy to master. Other than that it is a standard type ride. 2 ILS, 2 non precision, airwork, V1 cut, evac, circle etc...

http://www.gulfstreamplaneview.com for a taste of the toy store. You will love it!

I fly the Airbus 320 right now but would love to fly the G450/550 any time. It is one of the sweetest, nicest flying planes out there.

frieswiththat

Give CAE SimuFlite a call. They've got a G450/G550 sim in Morristown NJ. The training there is excellent and I'm sure you'll get a better price than FlightSafety.

UCLAbruins

I hear ya brodda.... can't think of a type I'd rather have..the only thing would be the 14 hour range. Hong Kong-LAX in a corporate jet, JEEZ

Climbto450

I can tell you CAE for a GV classic is around 21,000 -23,000. Then you need to negotiate a price for differences (around 12k - 15k). That math adds up to around 38k at the high end. Still alot of money but not the 58k asking price for FSI. I know of a couple of studio flight departments that have switched because of the pricing reason. I also just recently put a crew together for a GV and G450 flight department. In this market it should be pretty easy finding a good GV / G550/ G450 captain.

forgot to bid

Is that $38K for initial at CAE? I read about $41K, I couldn't imagine in might right mind giving FSI $58 or $75K for anything. I've given them $5000, $6500 for a King Air and $14K EMB135 aircraft training and came away disappointed each time in the quality of the training and the overall experience. 5 uncommutable days for a jet recurrent that should've been no more than 1 or 2 days max irked me to no end.

I've heard good things about CAE but never have been to DFW to try them out. I do think FSI had really good albeit oversized books.

I don't know, you could've said that when the prices were $60M and there were only a few Gulfstreams for sale for undisclosed prices. Now you've got mid 2000 G550s listed between $35-$40M and early 2000 GVs running in the low to mid $20M range. I mean when the GV used price is just slightly more than a new Hawker 4000 or Challenger 300 or over velcroed Citation X then there will be someone who bits. Sure you're still maintaining a $60M aircraft but you're getting it for a price that is attractive if you've got the guts to go for one right now.

Fred Flintstone

Forgot to bid,

Variability of training is a valid complaint from one facility to another at FSI. Being a veteran of both the regional and biz jet sides of FSI training, there is a world of difference. I did the Dash 8 and thought it was slow and the instructors were just reading the books to me. I did the GV in SAV and it was a fire hose on full blast, 24 days from hello to white slip with only one weekend off while the instructors were knowledgeable and experienced.

Commutability? Is this really any training facilities concern? At SAV we would bend over backwards to fit any customer's schedule. OTOH, a client got what their company specified. Customer = the company or individual buying training. Client = pilot receiving training paid for by customer. Big difference in the eyes of the facility, even the student badges were different so the staff will instantly know how to respond to requests. Answer to customer = let me do everything possible to make you happy. Answer to client = let me check to see if your company wants you to have it.

Size of books? Really? If you are 135/121 you get your company books. If you are 141 or 61 you get factory books. G550 books are huge, 5 volumes and really difficult to quickly find any nuggets in, typical manufacturer legal department stuff, but they also come in handy DVD format. For the type ride you only need limitations, basic systems knowledge and working knowledge of the QRH.

I'm not saying any company is better than the other, but being right at the factory has it's advantages. Want to see what the framus valve looks like before they button up the wing? Let's go over to the factory for show & tell. Buying a new G550? You have never seen pampered like the Gulfstream sales reps deliver. And anybody that's ever been to SAV can tell you about the coma inducing Gulfstream Cafe right next door for delightful southern cooking.