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Author’s current and third Citation Mustang.
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 in- stance, the landing field elevation is automatically loaded into the pres- surization 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 abnor- mal 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 unoffi- cially adopted the little Mustang as a platform for numerous avionics improvements, including the new GWX75 Doppler capable weather ra- dar, 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 ad- ditional 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 Ci- tation designs to manipulate. There is some visual distortion when the windshield is heated, but it’s some- thing you get used to. Pressuriza- tion 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
Complete “makeover” programs are available.
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 hon- est, docile and stable in all situations. It is one of the easiest transition jets ever produced.
The airport performance is amaz- ing. 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.
March 2023 / TWIN & TURBINE • 11