The Mustang is not going to work in the EU. They are too small, too slow, poorly equiped, have insufficient range, no payload, no practial toilet, insufficient luggage space.
The following is the performance data:
BOW (lb): 5,550
MTOW (lb): 8,645
Max landing weight (lb): 8,000
Max fuel load (gal): 2,580
Useful load (lb): 3,180
Max payload, full fuel (lb): 600
Max ceiling (ft) : 410
NBAA IFR range (nm): 1,167
Long-range cruise (ktas): 315
Max cruise (ktas): 340
Burn rate at 340 (gph): 91
Takeoff distance (ft): 3,110
Landing distance: (ft): 2,380
Balanced field length (ft): 3,110
Range:
The 510 is only good for Western Europe. With two pilots, three pax and luggage it will not reach Italy from the UK. Come winter time it will not make it home from southern Spain or Portugal without refuelling.
Speed:
The 510 is 20% slower then the 525 and 550B. Punters will wake up to this rapidly, time is money (corny but oh so true)
Price:
The 510 is not 20% cheaper on a trip by trip comparison to the 525 or 550B. A punter does not care what a plane cost per hour, he is interested in a return FAB-NCE for a weekend. The 510 is not significantly cheaper to justify the smaller size. The fixed cost of a 510 is the same as a 525/550B. Mx has the same hourly rate, EU charges the same, fuel burn difference on a trip for trip comparison is neglible, parking charges, handling and landing fees are the same.
Climb rate:
The 510 cannot climb fast enough to get above the weather and keep up with any of the other traffic. The punter will be stuck in the ****e for longer and is not going to be happy, neither will the supposed BA captain be when he has to clean the sick....
Ramp presence:
For crew, punters and handling agents alike the 510 is a toy plane. Ramp presence is very important to the punter. Customers who will charter the 510 initially will leave en masse after 4-6 trips and move up to 525's 550B's and even 560/560XL's/HS125. When I show up and order 8,000 liters of fuel I get service, when a 510 shows and orders less then my car takes he will be at the end of the queue and wait for hours. Try NCE in summer...
Crew:
There is a huge competition for qualified crew. A 510 cannot compete with the bigger planes purely for comfort, size, speed, ramp presence, clientele, APU, systems. Even if you pay left seat drivers 100k a year you will not tempt them away from the bigger jets and operators. There is no way that a BA captain, or even eJ/FR, will leave their stable rosters, ops department, pensions etc. for a 510.
Luggage space:
Anybody who flies in this industry knows that punters bring everything including the kitchen sink. The 510 is not designed to fly 3-4 pax to the south of France for a weekend, the Mrs alone will have 3-5 bags. No room for gulf clubs, skis etc.
Payload:
Only two punters and fuel, enough said.
Toilet:
Punters want a loo (private, not in the middle of the cabin) the target audience for the 510 are mostly younger families with kids, you will loose customers to the 525 and 550B rapidly. Even if the punter does not need the loo it is purely psychological.
Blink:
The investor will want a return of 12-15% per annum or else he will invest his money safely offshore in a hedgefund. I cannot see Blink generating that kind of return on capital with a 510