I could say the same for the Mustang vs the TBM.



Yes, this is a significant downside (even if I could afford one...).

Hey, I have a turboprop too...

My home base is 2600'. I kind of think of it as my baseline. We get mustangs in no problem. CJs too (up through 4, occasionally, I assume coming in/out light). But no phenoms.

Hey, I have a turboprop too...

My home base is 2600'. I kind of think of it as my baseline. We get mustangs in no problem. CJs too (up through 4, occasionally, I assume coming in/out light). But no phenoms.

I mentioned this before but it bears repeating, the ability to upgrade your Mustang to an M2 or something in the CJ series is huge!

We have a client in a CJ1 and they've already outgrown it starting the process to buy a CJ2... not a small jump financially, but doable... if you decide the Phenom is too small where do you go? Into a CJ series unless you have a big budget to stay with Embraer.

We do have operators with King Air 350's and CJ4's looking to move into Phenom 300's so I like the Embraers, if you know you won't be moving up the 100 works... otherwise go with the Mustang.

I've heard about this too. I'm guessing there are really no published numbers for this since all jet numbers are accelerate to stop? I do have a 2600 foot strip that I visit occasionally and was planning on having to give that up.

I know the 100 can't do it.

Here are the numbers for the Mustang. 2600' at SL is doable at 8000 lbs TOW which is 645 lbs below MGTOW.

Are all CJ variants part 23? So the published numbers (which are to 35', not ground roll I believe) are not regulatory, correct?

I'm not advocating ignoring published numbers, ignore that data at one's peril of course. But I'm not clear whether the bigger CJs became part 25.

I have thought about this to, but have a counter point:

The Mustang is a bastard rating, you don't get to do any type of add-on or anything to upgrade it to the rest of the CJ family. If I were to go into a Mustang, I would not be in any different spot than the 100 would I? Both would require my next step to get another type rating. Would the systems on the Mustang be that similar to the rest of the family that having that operating experience would be a big benefit?

Only advantage I have heard if you say a Phenom 300 is your end game, is that you can do an add-on rating for the 300 for it, granted that's a big step from right now and not on the table, but that likely is my end game (could be a CJ3+ or something similar).

So that would be my main argument against that is that going to a the CJ family after the 100 vs the Mustang, doesn't feel like it's going to be that big a difference.

I'm seeing a 100 on Tuesday and likely after that will make a decision which route I want to go.

The Mustang being able to go into a short strip is very interesting to me as that is what I was planning on giving up when moving up. I have heard forever that the locals at 3D2 don't want jets coming in and would not approve a runway extension. What are the chances if I took a Mustang in there several times a year they would try to prohibit that activity?

Older CJ's were Part 25 - 500/550/560 - until Cessna figured out Part 23 certification of single pilot jets with the 501/551.

If a Citation is 2 pilot crew it is Part 25. If it has a SP type then it is Part 23.

If you want to go from a 100 type to a CJ2/3/4 type you would have to forget all your Phenom stuff and learn Cessna stuff.

Once you learn the Cessna way with cockpit layout and systems you will find there is much commonality across all the Citations. There are minor differences with different engines, avionics, and limitations. Once you know the procedures for one Citation moving to another and getting typed is not a big deal.

I'll second what Alan said. I did a 550 type then the 525 6 months later. 550 training definitely helped me get comfortable with the 525s faster.

If you want to go from a 100 type to a CJ2/3/4 type you would have to forget all your Phenom stuff and learn Cessna stuff.

Once you learn the Cessna way with cockpit layout and systems you will find there is much commonality across all the Citations. There are minor differences with different engines, avionics, and limitations. Once you know the procedures for one Citation moving to another and getting typed is not a big deal.

this link might help to clrify some of the topics here:

http://www.phenom.aero/resources/librar ... cessna.pdf

I've got to ask, why even bother with the mustang. Buy the M2. It is a lot more airplane. My hangar neighbor recently bought one and Cessna threw him a lot of incentives to buy. He got some great deals on covered maintenance for the next three years. When it comes to light jets, it's a buyers market out there, thus some keen negotiations can get you a great deal with a lot of bonus incentives.

I think we are all under the impression he doesn't have the budget for an M2... even with tax incentives and Textron's deals...

I agree that the M2 is a GREAT airplane. There's one based here, man is it nice!