mmmmmmmmmm...... jet speeds = turboprop speeds.
Lets see, Beech King Air - 230kt cruise, 140kt hold and 110kt approach.
Jet (all): Cruise 250kt below FL100 and 280kt plus above. 210kt hold and 130kt or so on the approach.
Yes, 250kt max below FL100 - but in your jet it is worth going above FL100 and exploring some of that 280kt plus stuff which actually gives groundspeeds of 450kt or so (or even more!!!).
OK, so which TP will climb high enough, fast enough to cruise at M.74 between Manchester and Aberdeen and in doing so strecth your capacity and improve you flt deck management?
Remember, Andy, you went to Go! (Go Orange!) with many, many hours under your belt and as far as the handling and capacity was concerned your MCC was probably as waste of time - although I trust that you still learnt something about working as part of a crew, rather than being the master in the RHS.
This will not be the case for most pilots with a licence that still has wet ink on it.
I personally had no trouble making the transition onto my first airliner (RAF VC10, a particularly quick aeroplane which was certifed to M.925 and which I have hand flown at that speed, FL430) - because I had trained at jet speeds in the RAF system. However, an MCC type course (well - actually a JOC) would have been damned useful in making the difficult transition to that airliner's multi-crew flightdeck.
Remember, folks, that although an MCC is most definitely NOT a mini-JOC, a few extra hours tacked on the end can go along way to making it so.
Some figures: between 1996 and 2001 when BA were pumping as many pilots as possible through the training system, they calculated that the JOC courses saved £1.25million PER YEAR on remedial training delivered to cadet pilots on type conversion/line training (even after paying for the JOC). BA insisted that the simulators used had to be jets, ideally with EFIS - or no contract (motion was an additional plus point).