Block speeds will only differ by a few kts between a 2.5hr flight and a 3.5hr flight. Not worth mentioning. Temps +/-ISA will be a bigger differentiator for speed.

/quote]
The M2 fuselage has 3” more diameter and another foot of length in the cabin.[/quote]

Somehow I missed this... the M2 is a lot bigger than the Mustang![/quote]

No its not. It has a toilet (thats pretty much just as unusable) in the back instead of in the front. The distance between peoples legs sitting facing each other in the back is identical. The pilots seating is far better in the Mustang than the M2.

And yes I have owned both. Actually I owned the Mustang and then passed on the M2 after I found out how horribly uncomfortable the pilots seating position was (and I am only 5'10" tall). The M2 is nothing more than a CJ with a pretty paint job a great avionics package and pretty little wing thingies. Thats it. (Oh, and FADEC). For only 2 million more!

started to consider upgrading from the 501sp to a Mustang and have a few questions for the brain trust!

What type of programs do you all feel are a worthy investment, from a budgeting, resale, and/or piece of mind prospective?

Does anyone use Duncan or West Star for parts/labor/inspection programs?

Is ESP Flex the go-to for engine programs?


Normal Ops for us is 50-75hrs per year, 4 pax + bags 950-1000nm mission.

Tom,

Great questions!

If you are planning to use Textron for maintenance, there's an argument to be made for ProParts. If not using Textron, I wouldn't do it. The only program that truly adds (maintains) value is the engine program.

We have used West Star in Grand Junction for Citation prebuys and been very happy with them. I haven't used Duncan, but they are a good shop!

The most common engine program for the Mustang is PA+ (PowerAdvantage+) which is administered through Textron, and underwritten by Pratt, but you do see a few Mustangs on ESP (direct with Pratt).

ESP (Eagle Service Plan) Flex means the program is not paid up and you have to pay a lump sum at the next engine event.

It is very challenging to buy an airplane on FLEX of JSSI at a number that makes sense, and we are experiencing some difficulties with Pratt, so this is an area to be very careful.

My recommendation, buy a Mustang on ESP Gold or PowerAdvantage+ and make sure it is as far away from an engine event as possible!

Tom,

Great questions!

If you are planning to use Textron for maintenance, there's an argument to be made for ProParts. If not using Textron, I wouldn't do it. The only program that truly adds (maintains) value is the engine program.

We have used West Star in Grand Junction for Citation prebuys and been very happy with them. I haven't used Duncan, but they are a good shop!

The most common engine program for the Mustang is PA+ (PowerAdvantage+) which is administered through Textron, and underwritten by Pratt, but you do see a few Mustangs on ESP (direct with Pratt).

ESP (Eagle Service Plan) Flex means the program is not paid up and you have to pay a lump sum at the next engine event.

It is very challenging to buy an airplane on FLEX of JSSI at a number that makes sense, and we are experiencing some difficulties with Pratt, so this is an area to be very careful.

My recommendation, buy a Mustang on ESP Gold or PowerAdvantage+ and make sure it is as far away from an engine event as possible!

Tom, We have managed and flown one the past 8 years and just acquired one for a client in Feb 2025. ESP Gold will typically allow low utilization, you'd need to check the contract but on some I've seen no minimum hour commitments. PA+ typically requires 150 hours but they have been willing to go down to 100 on the last transaction I did.

I completely agree with Chip on the JSSI and Flex program, JSSI is rarely attractive.

$15k to $35k is still what we are seeing on our Mustang with 80% MX at West Star ALN. Our worst year was $42k as we needed a $13k deice boot. Last year was around $30k which included some heavier inspections and a servo replacement in between inspections.

4 pax + bags you will be stopping on a 1000NM trip, unless you have a strong tailwind. Still a great economical plane for the mission, just have your expectations in check. Into any headwind you'll be stopping.

2025 Rates:
ESP Gold $257/hr/engine
ESP Light $233/hr/engine
PA+ $242/hr

-Citation Jet Exchange

Corey nailed it!

And provided a lot of good detail.

Chip, I can't remember if it was covered here, or if it is accurate. But I heard the engine is no longer made, and there are only a few extras out there. Is it conceivable that this airframe becomes engine orphaned? I know the Eclipse jet is pretty short on engines as well.

Tom, We have managed and flown one the past 8 years and just acquired one for a client in Feb 2025. ESP Gold will typically allow low utilization, you'd need to check the contract but on some I've seen no minimum hour commitments. PA+ typically requires 150 hours but they have been willing to go down to 100 on the last transaction I did.

I completely agree with Chip on the JSSI and Flex program, JSSI is rarely attractive.

$15k to $35k is still what we are seeing on our Mustang with 80% MX at West Star ALN. Our worst year was $42k as we needed a $13k deice boot. Last year was around $30k which included some heavier inspections and a servo replacement in between inspections.

4 pax + bags you will be stopping on a 1000NM trip, unless you have a strong tailwind. Still a great economical plane for the mission, just have your expectations in check. Into any headwind you'll be stopping.

2025 Rates:
ESP Gold $257/hr/engine
ESP Light $233/hr/engine
PA+ $242/hr

-Citation Jet Exchange

Somehow I missed this... the M2 is a lot bigger than the Mustang![/quote]

No its not. It has a toilet (thats pretty much just as unusable) in the back instead of in the front. The distance between peoples legs sitting facing each other in the back is identical. The pilots seating is far better in the Mustang than the M2.

And yes I have owned both. Actually I owned the Mustang and then passed on the M2 after I found out how horribly uncomfortable the pilots seating position was (and I am only 5'10" tall). The M2 is nothing more than a CJ with a pretty paint job a great avionics package and pretty little wing thingies. Thats it. (Oh, and FADEC). For only 2 million more![/quote]

Those pretty little wing thingies must be quite valuable!

We don't typically see airplanes "engine orphaned" other than the cases where the engine gets so old and is so rare that it isn't feasible to support them, the only real example of this are the engines on the Falcon 2000.

As far as I know, Pratt is still manufacturing all the components needed to support the engine.

The PW600 series engines are still manufactured, the current version is the PW617F1-E, to be clear you can't put them on a Mustang, but I think it could happen if necessary.

I believe the engine programs are a great investment, especially if you don't like large budget surprises. 20 out of the 27 planes we looked at for our recent acquisition had some degree of engine program.

That said, being PW engines gives you more flexibility for HSI or OH than being forced into Williams if you choose to self insure. They are semi niche engines and not a large number of shops work on them like some of the other PW or JT15 engines.

I strongly advise against ProParts and Protech as 1. It is not worth it, you will lose money and 2. It forces you through Textron when there often are better options available for parts.

Example: Proparts on the Mustang is $245/hr. We flew 180 hours last year which would have been $68,600 for that program alone. As I mentioned we spent a TOTAL of $30,000 on parts and labor combined.

Thanks Corey. West Star ALN seems like a viable choice for us as we are IL based.

All good input above but as an owner I disagree that PW has more flexibility than Williams. PW never authorized any outside shops to perforrm work on the 615 series. They have the same cartel as Williams. PW has been just as egregious in their mandatory price increases. When the Mustang was introduced we were promised $20k for an HSI. It’s now ten times that amount. PW is the only one who can do an HSI and they will not do so on an engine over TBO. I love my Mustang but an engine program is required.

Agreed. And as I mentioned, getting that HSI done even on program is no cake walk. We have a client in a Mustang that has been dealing with engine issues caused by Pratt at HSI for nearly a year now.