Best corporate jet type rating?
02-20-2013, 03:00 PM
#21
Gets Weekends Off
Joined APC: May 2012
Position: 206
Posts: 573
Originally Posted by GlobalEx
What is the reason he is wanting the PIC type? With the SIC rating and 100 hours of time I think that he would be as valuable to a company with a CJ as a guy who is typed, use the SIC and time to get a job and let the company pay for the type..
Just my opinion.
Just my opinion.
I told my friend he should persuade his flight department into typing him, considering the good price being offered at simcom. I would also like to know if anyone has experience with simcom and how they compare to FSI or CAE?
I've heard of some companies that will only hire guys that have trained at FSI or CAE...
02-24-2013, 03:44 PM
#23
New Hire
Joined APC: Dec 2009
Posts: 6
Going back to the original thread and having more than 10 years in corporate aviation I think asking what's the "Best corporate jet type rating" is pretty vague. I hold a GV (450/550/GV) type rating but I am not really happy with my job, I have more than 1,000 hours on the plane too, but to tell you the truth unless I switch to a G that doesn't keep me away from home like the one I fly now, I'll be happy with flying a citation or a hawker. It just depends on what are you looking for. Of course the "best" would be like they say here: GLEX/GV's/GIV's but certainly money isn't everything and certainly not all Gulfstream/GLEX jobs pay what they should. But it all comes down to what you are looking for.
08-20-2013, 07:36 PM
#24
Gets Weekends Off
Joined APC: Dec 2012
Position: Holding over Macho Grande
Posts: 602
bumping an interesting thread (to me, anyway)
anyone have experience with simcom and how they compare to FSI or CAE?
Also...
How about this for criteria, in order of importance:
1) employer demand, today and in the future
2) widest range of job options (read: operations) to choose from
3) best pay
(Note: I don't include QOL on this, as QOL means different things to different people. Some folks want to be home every night, others place less importance on that vs. other considerations. I used the criteria I think the most folks would all agree on. Please add any I may have missed that you feel should be listed. Also, feel free to differ, but please explain why.) Thanks, in advance, to those in the know for your time and input!
Originally Posted by gold
anyone have experience with simcom and how they compare to FSI or CAE?
Also...
Originally Posted by gbagli
Going back to the original thread and asking what's the "Best corporate jet type rating" it all comes down to what you are looking for.
1) employer demand, today and in the future
2) widest range of job options (read: operations) to choose from
3) best pay
(Note: I don't include QOL on this, as QOL means different things to different people. Some folks want to be home every night, others place less importance on that vs. other considerations. I used the criteria I think the most folks would all agree on. Please add any I may have missed that you feel should be listed. Also, feel free to differ, but please explain why.) Thanks, in advance, to those in the know for your time and input!
08-22-2013, 01:28 PM
#25
Gets Weekends Off
Joined APC: Oct 2008
Posts: 124
I was very unimpressed with Simcom (TBM8), and it hasn't been a consideration since. Don't see myself training there in the future unless it's the only choice.
As for the best type rating? A type that is still in production is always a plus. There is no real answer to this question, whatever is going to get you work. You don't have to be flying an airplane thats name starts with a G to make stupid money. A buddy of mine has made $15k plus contracting on a CJ3 over the past two months, for very little flying.
As for the best type rating? A type that is still in production is always a plus. There is no real answer to this question, whatever is going to get you work. You don't have to be flying an airplane thats name starts with a G to make stupid money. A buddy of mine has made $15k plus contracting on a CJ3 over the past two months, for very little flying.
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