Very Light Jets ComparisonComparison of very light jets
Mike Chase provides information on several favorite jets to evaluate the Cessna Citation Mustang in this month's Aircraft Comparative Analysis. What do the Citation Mustang, Citation M2 and Embraer Phenom 100 jets do on today's markets? In the following sections, the efficiency parameter (payload, reach, velocity and car size) are considered and actual fair value is covered.
Citation Mustang is even smaller and more lightweight than Cessna's first 1971 company aircraft, the Citation 500. Designed as the first affordably priced entry-level Executive Jets, the Citation 500 was launched to directly rival the Beech King Air. Citation Mustang ( Model 510 ) was first heralded in 2002 and was launched to rival the new Very Light Jets (VLJs) designed for entry-level jets.
In April 2005 the first voyage of the Mustang took place, the FAA Type Certification was obtained in September 2006 and in April 2007 the first deliveries to retailers took place. Driven by two Pratt & Whitney PW615F turboprop turbofans, the Mustang houses the Garmin G1000 all-glass Garmin electronics system. The FAA type certification for the aeroplane covers one pilots operation.
At the beginning of 2017, after a 12-year run, Textron discontinued the Citation Mustang series. Today there are 467 fullyowned Mustang Business Jets (11 are co-owned and one is fractionally for a fleet of 479 worldwide). To sell " is 10-percent. 6 percent with 67 percent under an exclusivity brokers arrangement and an avarage of 302 trading day.
4. JETNET reports that 2% of the Mustang aircraft are under lease. North America has the biggest share of the Mustang fishing fleets by continents (60%), followed by Europe (23%) with 83%. A ( LH ) shows that the Citation Mustang (at 550 lbs) provides more "maximum fuel payload" than the Citation M2 514 pounds, a value lower than the Phenom 100 at 646 pounds.
Table A also shows the individual aircrafts' consumption in this area. Mustang is the most economical commercial jets and burns less per hours petrol (88 GPH ) than Phenom 100 (95 GPH) and M2 (105 GPH). GPH computation is the consumption of a 600 nm operation with a flying duration of 1 hr and 56 min as obtained from Chase & Associates.
Diagram A shows that the Mustang has less width (4. 58 ft) and hight (4. 5 ft) than the Citation M2 (4. 83 et seq. x 4. 75 et seq.) and Phenom 100 (4. 92 et seq. x 5. 08 et seq.). That is the case with all three of our comparison planes.
The due care of an owner/operator is necessary to be able to interpret comparable aeroplane passenger compartment readings. Interested parties will find different cab volume for each plane dependent on the cab length selected from the above chart. However, more important is the measure of individual room (cubic feet) when compared to airplane booths, which gives a relatively high value for comparison between suitable corporate jets.
As shown in Table B, the estimated amount of room per person per Mustang is 40. Eight cc-foot - less than the M2 (50. 3 cc-foot) and Phenom 100 (53 cc-foot) respectively, measured on the basis of four-seat total cab area measurements in each airplane. Interested parties are recommended to survey the airplane themselves or to confer with internal specialists in order to make a comparison between apple and apple.
The Citation Mustang has a lower reach than the Embraer Phenom 100 and the Citation M2, which have almost the same reach, as shown in diagram B with Wichita as the starting point. For jets and turbo-props, "four available fueled passengers" means the airplane's full IFRS cruising distance for a long distance cruise with four seated occupants.
The NBAA IFR is expected to calculate the IFR reserves for a 200 nm alternative. Two Pratt & Whitney PW615F 1,460 lbs Pratt & Whitney power units power the Mustang. Two Pratt & Whitney PW617F-E power units with 1,730 lbs each also power the Phenom 100, while the M2 is driven by two Williams International FJ44-1AP-21 1,965 lbs each.
Based on the information in the B&CA Operations Planning Guide of August 2016, we will be comparing our aircrafts. Jet A's statewide mean petrol costs used since the August 2016 issue were $4.90 per gal at the date of going to print, so we will present the figures as reported for comparison purposes. Please note: The petrol prices used by this resource do not constitute an annual mean value.
Diagram C shows the per mille charge and comparing the Mustang with the Phenom 100 and the T2 taking into account the immediate charge and where each plane that flies a 600nm 800 lb load flight (four passengers) is doing. Mustang shows the cheapest per sea kilometre charge at $1.85 versus $2.20 for Phenom 100 and $2.
Total variable costs' (hourly) as shown in graph D are the costs for fuel costs, maintenance personnel costs, planned parts costs and other travel costs. Total variable costs for the Mustang are $636 per h, which is well below Phenom 100 at $748 per h and much below Phenom 2 at $908 per h.
The new Vref Pricing Guide pricing for each plane is shown in Table C. Textron Aviation and Embraer provide the mean speeds and 4-pax areas, while JETNET reports the number of operating planes, the share of the fleets in For Sales and the mean value of sales. There' 10 on the Mustang Enterprise Jets. 9 percent of the current sell order and Embraer Phenom 100/E/EV is 11 percent.
Three percent "for sale", followed by the medium 2 with 3.3 percent. In addition, the mean number of new and used operations (sold) per months for the Mustang is eight planes, in comparison with the Embraer Phenom 100 and the Embraer Phenom 2 (five each). Under the Modified Accelerated Cost Recovery System (MACRS), airplanes belonging to and operating by companies are often depreciated for personal gain.
However, in certain cases aeroplanes cannot be eligible under the MACRS system and must be written off under the less favourable Alternative Amortisation System (ADS), where amortisation is calculated on a straight-line basis, which means that identical allowances are made in each year of the respective restoration years. The taxpayer must consider a wide range of issues when deciding whether to depreciate an aeroplane and, if so, the right depreciating technique and the right restoration timeframe to use.
Thus, for example, aeroplanes used for charters (i.e. part 135) are normally written off under MACRS over a seven-year horizon or under ADS over a twelve-year horizon. Qualifying commercial jets, such as Part 91 services, are generally amortized under MACRS over a five-year or six-year grace-period, or using ADS.
Certain uses of the airplane, such as non-business travel, may affect the amount of allowed amortization available in a given year. Figure C shows an example of the use of the MACRS timetable for a Mustang 2017 corporate jet in residential (Part 91) and commercial (Part 135) operation over a period of five and seven years at a new sales fare of $3.350 million per Vref pass.
Citation Mustang''s currently used air frame shows a fleet of 50 "For Sale" planes, 23 of which have an offer value (between $1,495 million and $2,825 million). Also, we checked the used Phenom 100/E/E/EV markets (40 for sale) and Citation M2 markets (eight for sale) and found that offer values were between $1.
Vref says that the value of a 2013 model by Citation Mustang - as a percent of the new retail selling prices - has dropped to 65%. The 2013 model Phenom 100 has held its value with 69% of new cars slightly better, and the M2 has dropped to 75% of its new 2013 value. Although each series number is uniquely numbered, the airframe hour and airframe ages (AFTT) lead to large fluctuations in prices, and the ultimate negotiation pricing must be determined between the vendor and purchaser before the completion of an airplane sales transaction.
Diagram no. The points in diagram no. 1 are centred on the same plane. Passenger areas (nm) with available fuels; The long-range cruising speeds travelled to reach this cruising distance; The total passenger and facility space available. While others may opt for other criteria, serious corporate jet purchasers are usually struck by price, cruising distance, cruising speeds and size of cabins.
Taking into account price, reach, speed and size of cab, we can establish how the Citation Mustang is rated in its area. Mustang is cheaper than Phenom 100 and M2, much cheaper, has the lowest cost, is the most economical to run, but has less reach and a lower overall cab size than Phenom 100 and Citation M2.
Citation Mustang shows good full months of full retailing deals averaging eight airplanes per months in comparison to Phenom 100 and Q2 with an averaging five per months. We can also infer from the above figures that the starting point in Textron's new corporate fleet has just increased slightly with the exit of the Citation Mustang, perhaps due to the continuing appeal of the Mustang on the used equipment markets at that point in the year.
In the previous sections, we have addressed some of the attribute values valued by corporate aviation owners. Citation Mustang is still loved today as it ceases to be produced after 12 years. Owners looking for Cessna Citation Mustang Jets for purchase should find the previous comparison useful. We expect the Citation Mustang to maintain its strong position in the used aviation sector for the time being.