I also created a pretty detailed cost model of the Mustang, M2, and Phenom using our planned/typically annual trips ranging from 200nm milk-runs to 2000nm west coast, the cost of the Pratt and Williams engine programs, and the cost of the Embraer and Cessna service programs; basically all-in. I assumed insurance and hangar are equivalent.

Just happen to be in the middle of buying a 2010 Phenom 100. We test flew the Mustang, M2 (CJ1+), Eclipse and the Phenom. I also created a pretty detailed cost model of the Mustang, M2, and Phenom using our planned/typically annual trips ranging from 200nm milk-runs to 2000nm west coast, the cost of the Pratt and Williams engine programs, and the cost of the Embraer and Cessna service programs; basically all-in. I assumed insurance and hangar are equivalent.

The number come out pretty much as expected. The Mustang is the least expensive to operate, the Phenom is in the middle and the M2 is the most expensive. However, the delta between them is very very small, around 1%.

The range and payload is nearly identical between the Phenom and the M2; and yes the range is pretty short at ~1200nm with three or fewer on board. I have spoke with several CJ1 and Phenom owners that are moving up to the next level in order to get the range. The good news is with the FADECs hot starts are easy!

The Phenom market is tighter than it would appear. About 1/3 of the planes on Controller are in Brazil. You have to pay a HUGE VAT to get them out; most just say for sale in Brazil only. Secondly, two are listed as in the US but they are not. One is in South Africa the other Germany (recently sold). I looked at the African plane, beautiful. However, the cost and risk are just not worth dealing with and the owners are seriously pig-headed. The other couple planes are in Canada so you have to pay quite a bit of $$ to inspect for US airworthy and put N #'s on the tail. That process can take a month or more.

Anyway, I had assumed we were moving into a KA 90 series until I started running the numbers. I simply don't need the payload and the short-field so that benefit didn't out weigh the added operating costs. The Phenom cabin and cockpit are bigger and more comfortable as well (hard to believe but true). Ultimately, the decision came down to the same $$ buys a 10-20 year old airframe, with an ad hoc mix of old-new avionics, and no systems integration OR a 4 year old like-new airframe still under warranty with completely integrated systems.

We also tried-on the TBM, Meridian, and PC12. The PC12 was amazingly roomy and has impressive performance numbers; however, they are at a price premium so we'd pay much more money for an older aircraft. Secondly, they are huge so finding a hangar would be nearly impossible. Third, I really like having two engines.

Come to the dark side Brent

Come to the dark side Brent

I'm told maintenance on the Avanti I and II was difficult and expensive. They say they've redesigned the maintenance program for the Evo and it's supposed to be much better/simpler for the owner (but I don't know those details).

Philip, et. al.,
Just out of curiosity (and that I'm a bit of a dreamer), did you crunch numbers on the Avanti Evo?

I'm told maintenance on the Avanti I and II was difficult and expensive. They say they've redesigned the maintenance program for the Evo and it's supposed to be much better/simpler for the owner (but I don't know those details).

It's got a lot of great things going for it. It's as fast as the jets you looked at. great range at 1,700nm. single pilot. fast. you can also use the turboprop ace-up-the-sleeve of 17.5 (at a speed/fuel flow penalty, but still doable as opposed to the impracticality of it in the jets). You can also take it up to 40 thousand feet, which is a bit mind blowing. Larger cabin than a PC-12, but a somewhat manageable hangar footprint. And all you need to give it is 3,300' of runway.

I guess it does have two things going against it: 1) it's not yet available (they say early 2015) and 2) it must be pretty expensive.

I also created a pretty detailed cost model of the Mustang, M2, and Phenom using our planned/typically annual trips ranging from 200nm milk-runs to 2000nm west coast, the cost of the Pratt and Williams engine programs, and the cost of the Embraer and Cessna service programs; basically all-in. I assumed insurance and hangar are equivalent.