I simply don't see it as being any more than what the insurance company would require regardless, simply with a checkride at the end. A checkride most likely administered by a DE on staff at the sim company.

Wow, that could make it pretty simple. Is there not an FAA standard protocol for type ratings?
Edit: I'm either underestimating insurance or overestimating the difficulty of a type rating. From what I read of type ratings, they're worse than all previous ratings combined. Insurance requirements, in my experience, aren't very challenging.

I simply don't see it as being any more than what the insurance company would require regardless, simply with a checkride at the end. A checkride most likely administered by a DE on staff at the sim company.

I don't see the downside to a type rating for the thing. We want people to prove proficiency before they go off on their own, don't we?

My impression is that the downside is time and money, which is why I'm trying to get a rough order of magnitude of each. If its $50K or more ... for the initial type rating and $10K annually ever after with several weeks away for recurrent Sim training and check rides etc then perhaps it might not be worth it to pursue. Especially for a part 91 guy flying a couple hundred hours per year or less.

corporate jets typically come with 3 training slots which are usually used as 2 pilot type ratings and 1 mechanic. I would imagine the SF50 purchase includes at least the initial type. If I bought one I would have them include 5 years of annual training if not already included.

My impression is that the downside is time and money, which is why I'm trying to get a rough order of magnitude of each. If its $50K or more ... for the initial type rating and $10K annually ever after with several weeks away for recurrent Sim training and check rides etc then perhaps it might not be worth it to pursue. Especially for a part 91 guy flying a couple hundred hours per year or less.

So it looks like this thing will fly about 4 hours counting reserves with full fuel and remaining payload of about 4-500lbs. With full fuel at 2000 lbs that's roughly 500lbs/hr (75gal/hr )point to point. That sound right?

This could be an opportunity to get an ATP on your ticket, albeit one that had a single engine restriction on it.

That is certainly what i would expect for the sf50 recurrent, and surely the initial will be provided by cirrus as part of the purchase. They have to know it could be perceived as a roadblock and already have it sorted out.

My impression is that the downside is time and money, which is why I'm trying to get a rough order of magnitude of each. If its $50K or more ... for the initial type rating and $10K annually ever after with several weeks away for recurrent Sim training and check rides etc then perhaps it might not be worth it to pursue. Especially for a part 91 guy flying a couple hundred hours per year or less.

Recurrent training is a major expense and annoyance for small jets. You really feel extorted. The DPEs really own you and have no problems charging $2,500 for a day of their time.

I really don't think it's necessary as these small jets are much easier to fly than a Baron or Bonanza. Obviously doesn't hurt but for most proficient pilots the cost to benefit ratio for 61.58 rides is pretty small. I'd rather go shoot approaches with a buddy and run mock emergencies.

Michael,

Not only that but the "mentor" rates for required mentoring time is very expensive ranging up to $1,000 per day.

I've got 3 days of SimCom every year for the PC12. So what difference does it make?

Are you serious? So only a select few are able to pull this off? If true, why is "pilot" such a low paying job?

I flew a CJ pilot with me to Simcom this year. His recurrent was 3 days also. No big deal. He flew back home with me after.