1000 miles really isn't a stretch in the Mustang

Phenom is the same. Mustang and Phenom have G1000/3000 avionics.

Assuming direct climb and descent?

Like others have said, VLJ's get "bit" because of ATC. NYC and South Florida ATC will have you at 13K' with 40 minutes left to go.

That is an exaggeration.

Consider:

http://flightaware.com/live/flight/PJC7 ... F/tracklog

13K to touch down was 15 minutes. CJ3.

Mike C.

Same plane going the "opposite direction".... INTO Teterboro.

Last 30 minutes BELOW 20K'. Last 25 minutes BELOW 10K'.
http://flightaware.com/live/flight/PJC7 ... B/tracklog

You should get out and fly more.

Hmm, still not 40 minutes. I see 23 minutes from 13K to landing.

Mike C.

How much fuel is a VLJ burning at 13K'? Does that affect a flight plan from South Florida to Teterboro?

That is an exaggeration.

Consider:

http://flightaware.com/live/flight/PJC7 ... F/tracklog

13K to touch down was 15 minutes. CJ3.

Mike C.

I just looked up the performance of the mustang, high speed cruise was listed at 339kts. My KA is listed at 292 (not realistic), but apples2apples the Mustang is 50 kts faster.

I flew the CII a few weeks ago and it was an 11 hour day. I'm a big guy for that cockpit. I fit but had no extra room, I think the Mustang is about the same. It ws not nearly as comfortable as the KA. If I'm gonna cram into a small cockpit, I'd like it to go considerably faster than the KA - 50 KTS doesn't do it.

I've been thinking about a CJ2, if I do it I'll sure miss the room in the KA.

Chuck,

The M600 sure seems like a great plane and a big improvement over the 500. Do you have a copy of the performance tables? I've been trying to find M600 specs but can't, and am really curious about LRC speeds and range. All I can find is Piper's claimed max range of 1484 NM at endurance cruise, and no mention of NBAA reserves (so probably not). So I struggle to see how it's going to make 1300 NM with NBAA reserves at 260 KTS, which is only 184 nm and 14 KTAS short of it's MAX range and MAX speed.

By comparison, a TBM has a 1,730 NM "marketing" range that drops by 290 NM to 1440 when going to high speed cruise... and it's LRC is 252KTAS instead of 326 KTAS (a 74 knot difference - a relatively huge drop compared t the M600).

In other words, TBM pilots talk about comfortable real-world range just over 1,000 NM. So it seems unlikely that a dramatically slower, less-long legged M600 is gonna go farther, faster, than a TBM...

Matt



Been spec'ing the M600. It will do 1300 nm at normal cruise (260 KTAS) with an hour reserve. Not sure you need NBAA range very often, unless there is some really widespread LIFR, since the TP can essentially land at almost any named airport in the US should your destination not be landable. A long time in the plane, but that range opens up a lot of city pairs, and weather flexibility. Million less than a TBM.

Here's what ACC shows for the M600, no idea if it is accurate... I think they've only delivered about a dozen... so that's not much of a sample to poll.

I know we all know this, but when you look at max range, most of those have a pretty small payload with full fuel. On the M2, the brochure shows 550 pounds. Just make sure you're comparing apples to apples.

Assuming direct climb and descent?

Like others have said, VLJ's get "bit" because of ATC. NYC and South Florida ATC will have you at 13K' with 40 minutes left to go.

I understand.

How fast you going on 600PPH down low?

That's one of the reasons certain TP work better than VLJs.

The Commanders, conquests and PC-12 all have enough range that a little headwind won't make you stop on a 1000nm leg. Or even more importantly when the weather at the end of your 1000nm leg is dicey, you have options. In a TP you can arrive with a couple of hours of fuel in the tank.