Depending on where they are maintained, about the same as the King Air maybe less.

BUT...

In a light jet you should be prepared for unscheduled maintenance. Something unknown and unexpected that may pop up and cost you $50K, in the jet world it’s expected and no one feels sorry for you! It’s hey, this broke or this MSB came out, write a check!

I say light jet, because in a medium it can be many times that $50k

I bought my B200 without good help (wish I would have worked with Chip!). I spent a ton getting it caught up so I can understand that individual airplanes might skew our view of the fleet. I learned my lesson the next time and got great help from my buddy Ken Casey when I bought the CJ2 and I've had no big surprises, its seems robust to me. The comments about CJs being 30% lighter and breaking more because of it is the first time I've heard that - I go to the CJP convention (well attended by owners of CJ's and legacy citations) and haven't heard that - but to be fair, I haven't asked the question directly.

Although I wouldn't judge the fleet by this, the CII that I've flown a few times is a bucket of bolts. It was not well maintained and doesn't inspire confidence.

The CJ’s are lighter in the sense that they are smaller airplanes... or at least the way they get compared. I would come closer to saying a 560 is overbuilt for what it does than I would saying the CJ2 is underbuilt. I’m a fan of both, so haters back off! The CJ2 is MUCH simpler, it’s easier to produce and it is easier to work on... but it doesn’t break more... it breaks less. A lot less!

We talk about maintenance costs, and at least for me I am always referring to normal maintenance and normal things that need to be replaced. I am not referring to things breaking, because the CJ2 (or any 525) is so much simpler there is simply a lot less to break!

I was in Wichita today looking at a Mustang for a client, for what a Mustang cost he could easily buy a nice Citation V / Ulta… In fact we acquired one just a few months ago, that is a pristine example. Three times the airplane for 2/3 rds the price. Why would anyone buy a Mustang?

Lower op cost
Lower fuel burn
Newer
Better value retention
G1000
It’s a two pilot airplane... they (the owners) are both pilots, they don’t need eight more seats... most of their flights are the two pilots sitting up front! They don’t need 15,600 lbs but they do like G1000!

The mustang is two crew?

No, just saying it’s two crew for them, husband and wife both pilots!

The G1000 gives them glass on the copilot side.

Just as a point of order around internet numbers...How often do you see 407 knots at 138gph in a CJ2? Can’t say I ever have in 100 hours. 400 knots is a pretty good day depending on ISA and altitude.


CII @ 376 knots? Maybe at 240? Never seen 376 true at jet altitudes in 1000 hours. 367 is the fastest. 192 GPH? Again depends on several factors but that’s pretty high.

You can put a G1000 in a CJ. TXI in a 550-560 (V)

Typed in all three. All have their advantages. A 560 with a Garmin glass cockpit is hard to beat. Range, speed, payload, low CapEx (comparatively).

Mustang is really a nice pilot airplane with VNAV, waas, fadec, glass, low fuel,burn, trailing link etc. payload, and range isn’t stellar but if you live/travel in the northeast it’s a great solution.

CJ’s are awesome...hot wing, trailing link, modest fuel burn and fadec if you want it but lots more capex.

If any of them would just go 1200 NM nonstop against winter winds.

Won’t a cj2+ do 1200 miles into the wind?

I still don’t understand why the jet maint is any difference than a tp. The systems on a citation vs my mu2 are virtually identical.

Agreed, I pulled numbers from Jet Advisors verbatim. The problem with performance arguments is we tend to hen-pick our data. For instance, I've seen 402KTS TAS at 105GPH in the CJ2 but (as you know) you don't see this until you are at FL450, light and ISA is 0 or less - most days it doesn't happen. I think Jet advisors is using max cruise speed and B2B burn.

CJ2 will do 1400nm no wind into a VFR airport (i.e. land with 45 minutes of fuel). If winter winds scrub 100kts off of your ground speed for 3 hours, then 1100nm is it. If you need an alternate then it gets worse from there.

Winter winds tend to lessen a bit above FL400 so sometimes FL450 is 10-15KTS less than lower altitudes.

CJ3 will easily do 1200 into the wind - just another million five..

Just an FYI, Textron owns the STC to put the G1000 in the CJ and it is orphaned. It’s a great setup, but just know that it is what it is... no improvements, no NXi.

S550 will do that with 5800 lbs gas.

Gary

For me my next step when I decide to switch to a jet to replace the TBM would be between a CJ3+ or Phenom 300.
Mustang, Phenom 100 , M2 or HJ wont give me more range than the TBM.

I went Citation V.

Will do 1200 nm in winter headwinds easily.

Excellent short field airplane. Blows me away.

Lower cost to get than your list by far.

Fully upgraded to newest Garmin glass, dual G700 TXi, dual GTN 750 Xi, GWX 75, GI 275 backup. Nice!

Don't need to be on engine, parts, labor programs to maintain it.

Can get a low utilization program that doubles major inspection intervals.

Lots of shops can work on it, don't need to be near a factory service center.

You are going to pay a TON for a CJ3+ or P300 right now.

Mike C.