Many people tell me that you can operate a KA200 series for the same costs as a 90 series. So, to test that I used the same BC&A sources to compute the costs of a C90GTx but skipped to the adjustment for $4/gallon fuel.

The flight times are:

300NM 1+13
600NM 2+22
1000NM 3+57

When you work it out using the same airframe cost (which just affects insurance in this analysis) the per mile cost for the 600NM trip is $3.77/mile. I think I'd rather have a Mustang for $2 million than a $2 million 135 equipped 90 series based on this. Now, if you find a nice, cheaper, 90 series than Mustang the capex will roll the Mustang's cost advantage upside down potentially. A $500,000 increase in capital costs will add a lot of expense in carrying costs and depreciation whatever rate of interest you choose and drive the per mile cost difference substantially over the same hours or miles as used in these examples. Even so, at 5% for carrying costs and 5% annual depreciation the savings is only about 83 cents a mile. Add that to the per mile cost of the Mustang and the Mustang is still cheaper per mile than the 90 or 200 series King Airs (i.e., $2 million Mustang vs. $1.5 million KA). Same is true for a $2 million Phenom (if you can find one).

Running the same numbers on a TBM C2 (since I was curious) from the same sources, except extrapolating trip times using http://www.newavex.com's website total hourly costs come in at $710.61 and cost/mile for the 600NM trip is $2.68.

A Mustang will do 700 miles with a good headwind, no problem. If you average a 100kt headwind over 700nm, it adds 45 minutes to the flight time, which is 375 lbs of additional fuel. So, your fuel consumption will be 1575 lbs. instead of 1200 lbs. With reserves you'll start with around 2300 lbs, which still allows you a payload of 1050 lbs.

That chart looks pretty accurate. The one factor that you also need to consider is the hourly cost of maintenance programs and of course engine time. My quick rule of thumb is $5/min for maintenance and $5/min for engines. This adds up when you look at the airspeed of a Phenom, Mustang or a King Air for a given number of miles flown per year.

When planning cruise altitude I figure 20lb of fuel equates to 1 minute of travel. So if climbing to flight level 380 saves 25lb but adds 1 minute then fine but if it only saves 15lbs then I'll stay at 360.

A Mustang will do 700 miles with a good headwind, no problem. If you average a 100kt headwind over 700nm, it adds 45 minutes to the flight time, which is 375 lbs of additional fuel. So, your fuel consumption will be 1575 lbs. instead of 1200 lbs. With reserves you'll start with around 2300 lbs, which still allows you a payload of 1050 lbs.

My total cost last year for flying the Phenom 100 all in (that is everything from AOPA subscription to flashlight batteries) was $1150/hr with 146 hours flown. That includes $1500/month for my overpriced hangar.

I would think a C90 KA would be more comparable to those two jets than a 200. The 90 is the baby KA and has six comfortable seats including crew (although up to ten can be jammed in). Maybe a bit more full fuel payload than either the Mustang or 100. Range is fairly comparable. KA 200 is bigger, carries more, goes a bit higher and faster and costs more to operate.

I sold my TBM C2 in February and bought a Mustang in March and have about 60 hours so far. My reluctance in going to the Mustang was giving up range from the TBM, but after numerous FltPlan.com comparisons and now 60 hours of flying, I'm comfortable that the Mustang range is very comparable to the TBM range.

700 NM in the Mustang is never a problem. I common trip for me is KERI (Erie, PA ) to KRSW(Fort Myers), 936 nm. A North-South flight, so winds are generally not too bad. I just checked FltPlan.com and tomorrow I could do that flight both ways with 600+lb reserves. (only 30 kt headwinds coming North.

Two weeks ago we flew Erie,PA to Burbank, CA, 1846 nm with one stop each way.

I don't have much data yet, but I believe my DOC will be more in the $900 to $1000/hr range. I can't see $800 happening.

Scott

Your DOC will depend greatly on your maintenance facility. If you use the Service Center, your maintenance costs will be much higher.

Does something like pro-parts limit you to the service center even for routine inspection work?

What was your DOC in the C2 (and over what timeframe/hours?).

No. ProParts doesn't restrict you on service facilities.

Sorry I haven't had time to chime in sooner on this. I have been flying a mustang for the past 3 years and really love the aircraft. I was concerned about all the things that have been mentioned here, and largely have put them all to rest.

The aircraft outperforms the book in almost every appreciable way and Cessna (textron aviation) support has been tremendous. As others have said, you need to join Citation Jet Pilots Association (www.citationjetpilots.com) ASAP as there is a wealth of information there.

My mission profile initially with the Mustang was the 750 nm trips, and it made it all the time, without problems. I found myself flying coast to coast in this plane. The cockpit and the cabin are really well designed.

Unfortunately, my mission is changing and I am starting to see a majority of my trips in the 1250nm range. I can easily make that in the Mustang going eastbound, but I just don't have the legs to do it coming back. An M2 won't solve my problem, so I am contemplating a CJ2/2+. However, it is really difficult to give you the efficiency that the mustang has.

I am on pro-parts and I think it is very nice - as long as you understand what the program does and doesn't do. I also generally use the service centers for maintenance, usually mesa or wichita. Having access to the wide network of MSUs is pretty awesome too.

In the past 3 years, I have had one trip cancel because of maintenance. That's not bad.

The biggest benefit, that is largely unseen, is having the support of the manufacturer. Cessna is really strongly involved with CJP (full disclosure - I am on the Board there), and it is nice to see. They appreciate their owners.

Feel free to PM me for any details, profiles, or any program contacts at Cessna.

-jason

It's not "different strokes for different folks". The market mimics what I'm saying.

Selling the KA200 and not buying the Mustang gives you plenty of money for a nice Citation or CJ.

For the TBM C2, my DOC, all in, were $709/hour based on 575 hours over 2 1/2 years.

I always wonder how real-life DOC line up with numbers published by entities like C&D. Their free tool says $631 for the C2. Of course that always depends on local fuel and maintenance prices, so a 10% difference is easy to explain.