The first leg of the flight was the short hop down to Independence, Kansas, where the Mustang will be assembled and completed. The production line there is filling up with several Mustangs already looking like airplanes, not just parts. The assembly tools equal the most advanced Cessna is using for its other Citation production in Wichita and, in general, allow the airplane to be built from the outside in. The tools hold the major skin sections in the exact desired final shape while the ribs, frames, stringers and so on are added to the inside, guaranteeing exactness on the outer finished airframe. The wing is assembled and tested in one complete piece. The fuselage is built in three sections, with most of the plumbing and other systems installed before the sections are joined. All of the components and subsections of the Mustang are built in Wichita and shipped to Independence for assembly. My first landing in the Mustang was at about 8,300 pounds, which will almost certainly be at or above the final maximum landing weight, which had not yet been determined. Vref final approach speed, which is a function of stall speed that has been set, was 93 knots, undoubtedly the highest Vref anybody will see in a Mustang. My first landing worked out great, even though I was at least 10 knots fast on short final. I don't approach that slowly in my Baron so it was hard to make myself fly that slow, but I turned off at the midpoint of Runway 35, a distance of 2,750 feet using moderate braking, so it looks like the guaranteed landing runway distance of 2,610 feet is in the bag.