I know more than one TBM owner that had the unexpected $50k expense. Having said that though, I agree that buying a $3 million plane and not being able to write a $50k check for an unpleasant surprise or stressing about a $50 extra ramp fee, probably means you are swinging above your net worth.

I did an exhaustive analysis of the costs of a new $2.9 million M600 vs. a used $1.6 million Mustang. Over 3-5 years the total cost of ownership was the same. The only thing that swayed it one way or the other was if your mission length was very short, the M600 was less. If all your flights were > 500nm, the Mustang won.

In the end, I think this Mustang vs. TBM thing comes down to personal preference. Do you have the time for the type rating? Do you carry more than two passengers, what's your mission length? Where is the nearest service center etc. It's not about which one is less money.

I flew my B200 300-350 hours per year for three years followed by the CJ2 for 2 1/2 years now (I’m not flying a bunch lately but still averaging over 200 hours/yr).

I totally understand turboprop prop guys saying they have the same utility as a jet - this may be but it is certainly not as easy. I’ve topped a lot of weather in the CJ2 that would have worked me pretty hard in the king air (I flew through everything in the KA!). The jet often enables two (state hopping) meetings in a single day where the King Air only allowed us to do one. I agree that an extra hour of flight time is no big deal when looking at a 24 hour day but it changes everything when trying to make two meetings in an 8 hour workday.

I call BS on all the people saying a Jet is much easier to fly than a turbo prop. Depending on the portion of the typical flight profile you look at, they each have advantages/disadvantages vs the other.

The type rating does take a bit longer but if you put your head down, it isn’t tough. Recurrent in either airplane is pretty much the same.

The B200 was expensive to fly but the CJ2 is definitely more, even on a per nm basis. I’m sure the mustang whips the CJ2 (cost wise) on short flights but I’ve talked to numerous pilots at CJP that have flown both and they say that costs are about the same on longer flights.

Tell us all about it...we love thread drift

Nothing causes my stress level to go up than onerous ramp fees!!!!

Tell us all about it...we love thread drift

Help me out here, where is the M2 so different from the 100 that the two are not fairly apples to apples? Always happy to learn...

I have a general jet / Cessna support question...

I have a hangarmate with a relatively new Lattitude. Cessna support trucks have been in the hangar multiple times working on it. As part of Cessna support, do you have the option of having them come to you vs. ferrying to the shop? If so, is that type of support included in the programs or do you pay upcharges for that type of service?

I can't speak to "on program aircraft", but for off program planes they charge you an hour for loading the truck, an hour for unloading the truck, and travel time. It's been a few years, but as I recall the labor rate on site is the same as the service center. Sometimes it is cheaper than ferrying. It works if there is a known issue and corrective measures and necessary parts. Otherwise they can't possibly stock the truck with every potential part and there can be multiple trips. If AOG it's a life saver. I think it's a great service that Cessna provides, but can get pricey.

It depends on the problem. If you have just been to a service center and you come home with squawks they didn't attend to correctly, they send the MSU free of charge to fix it.

If you want DOC inspections done en masse then its cheaper just to take it to the service center.

Minor squawks or issues they send the MSU to you at a rate that includes travel time, but as said here its many times less than ferrying the airplane. ESPECIALLY when you live in the same city as the MSU is based like I am (Dallas).

Cessna service is impeccable. Expensive, but impeccable. Thats why I just traded up from my Mustang to a new M2.

Nice!
Awesome hangar and lighting as well!

Awesome Mark! Congratulations!

MSUs are a handy resource for turbine aircraft. I think all manufacturers have them, and there are many independent service facilities that have them as well. They’re essential for AOG situations.

Question for those with Mustang and M2 experience...'

In looking at book numbers and internet research, the big driver seems to be capital cost rather than operating cost. Gently used M2 can be had in the $3mm +/- range with similarly situated Mustangs going for $1.4mm to $1.6mm. So figure 2x on capital cost M2 vs Mustang.

But operating costs seem much closer.
C&D showing a difference of about 13% on operating costs. M2 being higher, but not by a great deal.


What have folks seen real world in terms of operating cost Mustang vs M2?

Thanks,

I think a M2 will cost 20% more to operate. Best guess, and that might be light. I know a few guys that have operated both, but I haven't discussed those details with them. Most of them don't care about the costs.

Also, depends on if you adjust for speed... many times we compare the DOC per hour without accounting for the speed difference.

And you’re right, when you start talking about a $3.5M M2, most folks are less sensitive to the op cost.