David Wihl (davidwihl at gmail dot com)
Last update: April 16, 2008 (Public Version)
The following tables contrast the two lightest twin jets most likely to succeed: the Cessna Citation Mustang and the Embraer Phenom 100.
Both share more similarities than differences, as they have common avionics and engine families. You really can’t go wrong with either one. However, they were built based on different assumptions and goals. Cessna built the Mustang primarily for the owner flown market, like the rest of the CJ line, emphasizing cost and simplicity. Embraer built the Phenom primarily for the air taxi market expecting a high dispatch rate emphasizing passenger comfort.
Don’t want the gory details – just a one minute answer as to which is better? Here it is:
The Mustang is right for you if:
It will be owner-flown, often single pilot, with part-time, short distance revenue rides.
You are stepping up from something smaller.
Passengers are typically 3 F’s: family, friends, and free-loaders.
Cabin comfort and convenience is not that important. You are willing to spend $3M on a jet yet would be ok with using a bag in a bucket as an emergency lav and having only half the passenger seats able to recline.
Minimal operating expense is important.
You need the comfort of an established, reputable service organization.
The P100 is the right for you if:
It will be mostly professionally flown, with maybe an occasional owner/operator.
You are stepping down from something bigger.
You will get paid to carry people.
Your wife won’t let you buy a jet unless she’s happy – cabin comfort, color/style, and variety of options are very important. You must have a fully enclosed lav even if it is dry chemical.
5-10% higher acquisition and operating cost won’t break your budget.
You rarely use runways less than 4,000’ long.
You are confident and willing to bet that Embraer will figure out how to service these planes including AOG issues. Once the factory maintenance is in place, you need a high dispatch rate, say greater than 1000 hrs per year.
Read on for far too many details, organized by the following categories:
Company
Sales and Marketing
Aircraft Overview
Known Icing
Performance
Avionics and Instrumentation
Cabin and Storage
The following tables illustrate the differences rather than the similarities between the two planes. After seeing pages of differences, it may not seem like the two planes actually do share a lot in common. Transitioning from one plane to the other will not be difficult. Note that I did not attach weighting factors to a particular advantage, leaving it to the reader to judge which factors are more important. The key highlights have already been covered on the previous page.
|
Item |
Cessna Mustang |
Embraer Phenom |
Advantage |
|
Delivery experience |
From anywhere in the continental US, 4 hr flight to Wichita, KS followed by 45 minute flight to Independence, KS. Total average travel: 6 hrs |
10 hr flight from few US locations, 1 hr drive to Embraer in Sao Jose dos Compos. 1.2 hr flight by Seneca to factory. Total average travel: 24 hrs, including overnight. You also need a visa and vaccinations. |
Cessna, for US customers |
|
Purchase contract |
Relatively simple and straightforward. No modifications were necessary. |
Complex and onerous requiring multiple revisions. Too much airline heritage. |
Cessna |
|
Service |
Company owned maintenance facilities in multiple US and world-wide locations. Most experience with owner/operators than anyone. Great reputation. |
Has one maintenance facility for airline category planes in US. Building new facilities in multiple locations for Phenoms, but no experience in parts inventory, A&P training, AOG issues for this market. |
Huge advantage for Cessna |
|
Training |
Partnered with Flight Safety. Sims right in Wichita near the rest of Cessna. Worked with insurance cos. for pilot proficiency index helping step-up pilots. Lots of experience with owner/operators. |
Partnered with CAE. Sim(s) will be in Dallas. No experience with owner/operators but lots of experience with airline crews. |
For owner/operators: Cessna. For professionals, equivalent. |
|
Step up plane for the Single Pilot |
Entire CJ line, except that means a switch from Garmin to Collins avionics |
Phenom 300, which is also Garmin based. |
Cessna for choice, Embraer for consistency. |
|
Options |
Few options, must be decided 9 months prior to delivery |
Many options (and more planned), must be decided 18 months prior to delivery. |
|
|
Deposit Schedule |
Total $475k in deposits |
Total $675k in deposits |
Cessna |
|
Certification |
FAA certified April ’07, EASA late ‘07 |
FAA expected second half ’08, EASA expected 6 months later |
Cessna |
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|
Item |
Cessna Mustang |
Embraer Phenom |
Advantage |
|
Competitive Comparison |
Detailed, technical, readily available |
Single PowerPoint, several misleading items |
Cessna |
|
Pilot / salesmen |
Salesmen typed in aircraft |
No plans at current time |
Cessna |
|
Information on website |
Lots of detailed specifications |
Must use Flash, not certified so specs are preliminary |
Cessna |
|
Show presence (AOPA Sept. ’07)
|
Excellent AOPA visibility, lots of aircraft, technical specialists |
Felt like you were entering a dark cave, only P300 mockup |
Cessna |
|
Demo aircraft |
Currently 3-4 demo aircraft in US, one in Europe. Wait period for a demo usually less than 2 months. Demo aircraft owned by customers leased back to Cessna. |
Not yet since it isn’t certified. Demo aircraft will likely be factory owned. |
Cessna, until P100 certification |
|
Expected production |
150 / year in Independence, KS, USA (KIDP) |
150 / year in Gaviao Peixoto, Brazil (SGBP) |
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|
Item |
Cessna Mustang |
Embraer Phenom |
Advantage |
|
Configuration |
Twin engine, traditional pylon mount, low wing, T tail, trailing link gear, antiskid brakes, LED/HID lights |
All precisely the same |
-
|
|
Engine |
P&WC PW615F |
P&WC PW617F |
Appropriate engine for the plane |
|
Avionics |
Garmin G1000 |
Garmin G1000, with some additions |
See details below |
|
Cabin Door |
Simple, easy to operate, inexpensive and reliable fold out step stair |
Big plane style fold down door stair. Hard to operate on s/n 000. Will be expensive to maintain. |
Cessna |
|
Wing |
Straight trailing edge, good low speed characteristics |
Tapered trailing edge, two fences for reduced takeoff distance |
Newbie or experienced? |
|
Low speed / stall devices |
Two strakes under tail, no stick shaker or pusher, AoA indicator |
Stick pusher, AoA indicator |
Cessna |
|
Speed brakes |
Standard, electrical, top and bottom of both wings |
(Eventual) Option, two panels under tail |
If necessary at all, Cessna |
|
Flaps |
Three position |
Four position (0, 16, 25, 35) |
|
|
Hydraulic backup |
Nitrogen bottle for gear blow down and braking |
Hydraulic failure drops the gear. Accumulator for braking backup. |
Cessna |
|
Fueling |
Separate fueling points for each tank. No locks. |
Single or separate fueling point(s) with lock. |
Embraer |
|
Batteries |
Single battery, quick disconnect |
Two batteries, quick disconnect |
Embraer |
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|
Item |
Cessna Mustang |
Embraer Phenom |
Advantage |
|
FIKI Certified |
Complete |
Will be. Natural ice tests scheduled for Spring ‘08 |
|
|
Modifications made during ice testing |
Added full boot on vertical stab, plus rubber triangles on leading edge of wing |
Added triangles on vertical stab (no boot), small dorsal and ventral fins |
|
|
Wing De-ice |
Traditional black rubber boots. Leaves a thin strip of ice at the leading edge seam which does not appear to affect flight. |
Silver colored boots (“hot wing” look). No idea how it performs in practice |
|
|
Windshield |
Electrically heated with dual redundant panels. Can be turned on at all times even on the ground. |
Electrically heated with dual redundant panels. Side pilot windows currently only heated by cabin defrost air. |
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Note: All performance data on the Phenom is preliminary and subject to change by certification.
|
Item |
Cessna Mustang |
Embraer Phenom |
Advantage |
|
Max Cruise |
340 KTAS |
380 KTAS |
Embraer |
|
Takeoff Length |
3115’ |
3400’ |
Cessna |
|
Landing Distance, Max landing weight |
2380’ |
3000’ |
Cessna |
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|
Item |
Cessna Mustang |
Embraer Phenom |
Advantage |
|
PFD |
Garmin 1000 2 x 10” |
Garmin 1000 2 x 12” |
Embraer |
|
MFD |
Garmin 1000 1x15” |
Garmin 1000 1 x 12” |
Cessna, with caveat for PFD failure below |
|
EICAS |
On lower left of MFD, only on PFD in reversionary mode |
On top right of both PFDs |
Embraer |
|
PFD Failure |
Both PFDs must be operational for flight. |
Only Pilot PFD is necessary. Pilot may be able to field swap PFD/MFD LCD screens for better dispatch rate (which is why they are all the same size). |
Embraer if pilot field swap is approved |
|
Keyboard |
At bottom of center console causing lots of head movement |
Right underneath G1000 – easier to use. P300 will have PFD control (VHF, transponder) |
Embraer |
|
Weather RADAR |
Garmin, standard |
Garmin, optional |
Cessna for cost |
|
CVR/FDR |
Not available |
Included G1000 application to log data to SD card or Satcom. Optional CVR/FDR (necessary for 8 seat option) |
Embraer |
|
Traffic Information |
TIS Standard, Honeywell IHAS optional |
TIS Standard, TCAS I optional |
|
|
SatCom / HF radio option |
HF optional. Satcom phone wiring for Iridium |
HF Optional. Satcom wiring for phone and data. Wifi ground use included. |
Embraer |
|
Backup Instruments |
3 separate instruments, battery backed up |
Single quality IESI, battery backed up |
Embraer |
| Synthetic Vision on G1000 | Will be available at some point | Will be available June 2008, price TBD | |
|
Headsets |
Standard, power for included Telex ANR 850s |
Standard plus LEMO (Bose), plus audio input. XM audio available on headset |
Embraer |
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|
Item |
Cessna Mustang |
Embraer Phenom |
Advantage |
|
Baggage Weight |
620 lbs |
352 lbs |
Cessna |
|
Baggage volume |
57 cu ft. |
50 cu ft. |
Cessna |
|
Passenger Seating |
Club style, only rear facing seats recline. Total 4 PAX. |
Club style, all seats recline. Sliding seats optional. Optional belted side and lav seats (total 6 PAX) |
Embraer |
|
Color choices |
3 choices, minivan inspired |
6 choices, relatively stylish |
Embraer |
|
Cabin configuration choices |
None |
Storage cabinet or eventual jumpseat. Half or full cabinet across from lav. |
Embraer |
|
Lavatory |
Bag and bucket. Enclosed from cabin by wacky folding curtain. Someone should make a dry chemical option. |
Dry chemical toilet, enclosed from cabin by curtain and optional sliding door. Belted option. |
Embraer |
|
Interior finishing |
Leather and plastic |
Leather and plastic. Wood veneer optional. |
Is wood veneer so much heavier and expensive? |
|
Interior Temperature |
Manual. Separate cockpit & cabin |
Thermostat. Separate cockpit & cabin. Temp displayed on MFD. |
Embraer |
|
Cabin Power |
12V outlet in cockpit, 12V outlet in cabin |
5 x 110V, 700W outlets (1 copilot, 4 passenger) |
Embraer |
|
Optional In-flight entertainment |
XM Radio, output only, only up/down channel selection |
XM Radio incl. channel selection, 7” DVD with moving map, iPod input, optional cabin speakers / subwoofer |
Embraer |
|
Public Address / Intercom |
None. Use hand puppets. |
Intercom w/ ATC and LEMO plugs. Optional PA speakers (same as cabin speakers) with subwoofer |
Embraer |
|
Passenger length (in) |
117 |
132 |
Embraer |
|
Executive Seating Area |
82 |
108 |
Embraer |
|
Height at seats |
47 |
49 |
Embraer |
|
Max height |
54 |
59 |
Embraer |
|
Max width |
55 |
61 |
Embraer |
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Cessna boasted that they sold a Mustang to be based at Sao Jose dos Campos, Embraer’s home. Embraer boasted that this plane (C510-37 N33NP), owned by Nelson Piquet’s son will be hired occasionally by Embraer so they can “examine” it. (Father and son are Formula 1 drivers. Dad owns a Citation X – guess which one is faster). Additionally, Embraer expects 6 P100s to be based in Wichita, home of Cessna (and Hawker).
How should Cessna respond to the Phenom? The P100 is a CJ1+ killer, as it has much of the performance and comfort, with Garmin instead of Collins avionics, at $1.2M less. I’m sure Cessna was not happy to lose a 100+50 P300 deal to Flight Options. By the time the P100 is certified, the Mustang will be out on the market for 2 ½ years, giving Cessna plenty of time to plan a next generation Mustang. So Cessna will likely do what it has been doing for 30 years with light jets: build a slightly bigger, faster more comfortable version of the same plane.
I have no confidential information from Cessna and have not signed an NDA, so this is purely personal speculation. FWIW, here is my guess as to the characteristics of a Mustang 2:
Longer cabin, like the CJ1 with a full lav
Improved cabin style and options, maybe wood veneer, more comfortable seats all of which recline
380 KTAS, 0.70 Mmo
Better in-flight entertainment, PA, intercom
Definitely Garmin, not Collins avionics
Better G1000 keypad including PFD control (VHF and transponder codes)
If the next engine (PW619??) has sufficient reserves, make it a hot wing instead of boots with seams.
Under 10,000 lbs with options
Priced at $3.7M. Much higher than that and it will not be as attractive compared to the P100.
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