An Owner’s View of the CITATION MUSTANG: (Almost) Everything You Need to Know

First, a little background about my Mustang experience is in order. I have owned three of them: one of the first (#008), one of the last (#445), and one in the middle (#284) – my current airplane. I have also owned a CJ1+ and leased an M2. After over 1,000 hours in the Mustang, I have probably experienced most of the good, bad and ugly that comes with ownership.

While the Mustang is not the fastest, roomiest or highest-flying single-pilot jet out there, it does all of those things extremely well and at one of the lowest costs per mile of any light jet. Let’s look at the airplane in a little more depth.

Aircraft Performance
Pilots can plan on an honest 325 to 345 knots TAS at FL 410, depending on weight and temperature. Up there, you will see fuel flows of 500 lbs/hr total. Day in and day out, the airplane burns 100 gallons per hour. It’s at home in the higher flight levels, at least in standard temperatures. Unlike its more powerful Citation competitors like the M2, the Mustang’s Pratt & Whitney engines are sensitive to non-standard temperatures aloft.

Cruising in ISA+ 5 conditions or warmer will have a noticeable effect on performance. And the ability to climb to FL 390 and above in ISA+ conditions can be a struggle, especially after a gross weight takeoff. Plan on an initial 170-knot cruise climb after a pretty robust takeoff acceleration. Because the Mustang is not overpowered, it’s important to carefully calculate performance in hot and high takeoff conditions, such as Gunnison, Colorado, where we have operated for many years.

Regarding range, I like to be on the ground after 3:45, landing with a 600 to 700-pound VFR reserve. On a cool day, the tanks will hold 2,700 pounds of fuel, a nice increase from the 2,580 pounds per the flight manual. The normal useful load with the lower fuel weight is 700 to 750 pounds.

No surprise, the Mustang is not a fighter jet in handling, but it is honest, docile and stable in all situations. It is one of the easiest transition jets ever produced.

The airport performance is amazing. At normal landing weights, Vref is 88 knots, resulting in very short landing distances on dry runways. Coming from a King Air, your first thought in a Mustang landing is that you will surely die if you lose an engine at those low airspeeds. Fly the correct speeds, and you will be delighted with where you exit the runway. Soft landings are routine (at least, those are the ones I remember). And the Mustang’s anti-skid brakes are very effective. It’s simply a joy to operate on the ground and in the air.

Avionics
Originally delivered with a Garmin G1000 suite, many airplanes have been upgraded with the NXi system. It’s incredibly integrated, featuring a marvelous GFC 700 autopilot, the smoothest I have ever operated. The avionics were designed specifically for single-pilot operations. For instance, the landing field elevation is automatically loaded into the pressurization system as part of the flight plan entry. Vertical navigation and coupled visual approaches are simple. The engines are FADEC-controlled, making power management easy. Huge display screens and multiple display options reduce pilot workload significantly.

Integrated systems like the G1000 and G3000 make recognizing abnormal situations like AHARS (attitude and heading reference system) and ADC (air data computer) failures quicker and easier. The cockpit checklist and flows are simple and well thought out. Significantly, the fine folks at Garmin have unofficially adopted the little Mustang as a platform for numerous avionics improvements, including the new GWX75 Doppler capable weather radar, the GR56 global Iridium datalink communications system and ADSB diversity transponders. I have those upgrades installed and they work as promised. It’s especially nice to have an out-of-production airplane supported so well. Expect to see additional enhancements in the future.

Systems
The workload is also reduced with the electrically heated windshield. It’s either on or off with no valves, switches or levers found on older Citation designs to manipulate. There is some visual distortion when the windshield is heated, but it’s something you get used to. Pressurization is also normally a “set it and forget it” system and is very smooth. I can’t remember the last time my ears popped in a descent. Some of my bigger airplane friends tease me about the old-fashioned wing de-ice boots on the Mustang, but they work very well and have an “automatic” function with a two-minute cycle versus the manual switch on the King Airs I flew previously. Expect to replace the boots after about 10 years of operation.

The Mustang landing gear can be extended up to 250 KT IAS. And they do not require a very expensive, 10-year overhaul found on the Phenom series of aircraft. Mustang speed brakes are also very effective for the occasional rapid descent.

The air conditioning will blow you out of the cockpit if set to the highest setting. I’ve found it cools well in the Texas heat.

Cabin Comfort
Five passengers and no more, but the four in the back never complain. Sound levels are low. If the Mustang is your first jet, you will be pleasantly surprised at the lack of noise and vibration, which is especially nice on longer flights. Some owners have installed various internet options, which work well but add significant cost.

The baggage compartments are huge, with 320 pounds of capacity in the nose and 300 pounds in the rear. If it fits in a Chevy Suburban, it will fit in a Mustang. And the aft baggage compartment includes a ski extension, thanks to a request from the late Dave Goode, who owned the very first one.

Interestingly, the original Mustangs were not offered with an XM music option for the cockpit. The decision-makers at Cessna decided no pilot should be distracted when operating a jet. That train of thought lasted a very short time, and now you can listen to your favorite entertainment. I am one of a dying breed that chooses not to. But the folks in the back appreciate it.

The potty…well, think of a camping toilet at FL 410. But it works! More robust designs like those found on the Citation 525 series are prone to expensive corrosion. Ask any owner of a proper “flushing potty” if they ever use it, and the majority will say, “Only as a storage shelf.” The simple Mustang design has saved the day on more than one occasion.

Cost & Support
Many Mustangs are enrolled in maintenance “programs” whereby the owner pays an hourly rate for parts coverage and engine overhaul costs. It’s like a big bank account to prepare for future expenses. Currently, both of these programs run about $600/flight hour total. I recommend them, especially for the engines, for which a repair can easily exceed six figures.

Inspections on jets are frequent and rigid. It’s more than just your average annual. And about every six years the airplane is taken apart into what looks like a thousand pieces and put back together. I have used Textron Aviation facilities exclusively for all my Mustangs. While not the cheapest, they have provided excellent service.

The airframe was manufactured from 2006 to 2017, with approximately 470 units still flying. Textron Aviation provides excellent support 24/7 through their “Team Mustang” group of experts. When I purchased #008, I was one of the first operators. I called their 800 number night and day with a host of stupid questions.

Safety & Insurance
After almost 1 million flight hours, the Mustang has an enviable record. As of January 2023, only two fatal accidents worldwide and none in the United States. The integrated avionics, slow approach speeds and excellent training platforms have made a real difference in the safety record.

Most underwriters like the “risk” associated with the Mustang. If you combine a thorough training program with FOQA (Flight Operational Quality Assurance) monitoring programs, and a well-written insurance application, reasonably priced coverage can be obtained. In addition, safety awards like the Citation Jet Pilots’ “Gold Standard” program make a difference in the underwriting process.

Training
There are undoubtedly many new terms and procedures to learn if the Mustang is your first jet, but the airplane is the perfect transition platform. It is the easiest to fly of any airplane I have flown, from 172’s to the Falcon 50.

I am a firm believer in full motion simulator training. Both SIMCOM and FlightSafety offer complete programs. I train at least twice per year for three days at FlightSafety in Wichita. There are also some fine in-airplane instructors for those who like to combine their training. However, for a first type rating, I recommend a full two-week simulator-based course.

Owner Organization
Citation Jet Pilot’s Owner Pilot Association (CJP) has a wealth of information on the airplane, including costs of operation and immense safety resources. The organization is leading in the industry with its “Safe To Land” initiative, featuring the most extensive video library for single pilot jet owners. Of note is their “What Good Looks Like” series, with over 30 videos. You can watch amateurs like me struggle with the simplest procedures, then watch a real professional show you how it’s done. CJP’s website is the best “go-to” for everything Mustang (citationjetpilots.com).

Value
The Mustang experienced the post-COVID price craziness just like most aircraft. What were excellent sub $2 million-dollar airplanes quickly became hundreds of thousands more. That phenomenon is subsiding, and the market is becoming softer. The most sought-after models are those on “programs” with NXi avionics and factory maintenance.

Since many of the Mustangs are now over 10 years old, Textron and others have developed complete makeover programs, replacing the entire interior, repainting the airplane and upgrading the Garmin suite with the latest avionics mentioned above. The results are striking and hard to tell from brand new. It’s a significant investment but timely with today’s market values. Also, when you find the right airplane, hiring a “pre-buy” specialist is a must and has saved me money more than once.

Pilots often love to go faster and further. For those Textron Aviation has numerous offerings. But for the best bang for the buck, the Mustang is really hard to beat. Its simple systems, avionics integration and cost of operation make it the first choice for many first jet owners. And many of them never look elsewhere.