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The PHENOM 100 is a Very Light Jet (VJL) made by one of the largest aircraft manufacturers in the world, Brazil-based Embraer. The Phenom 100 is a very light twin engine jet.
"A PHENOM 100 PRIVATE JET" is able to accommodate four assengers and a single pilot, this small "private jet" is ideal for individuals or small companies.
"The PHENOM 100" design of the cabin is comfortable and aesthetically pleasing. It features large leather seats that include arm rests, power outlets and multiple controls at you fingertips, and nice-looking wood finishing that is consistent throughout.
"The Phenom 100 Aircraft" let you relax in the luxury with the sophisticated, yet practical, cabin created by BMW Group Design-works USA. Travelers will be surrounded by plush wood paneling and top-of-the-line furnishings.
"The Penom 100 Private Jet" has two companies that were inspired to build new sub-10,000-pound airplanes, Embraer and Cessna, both rejected the VLJ label, claiming their new entry-level jets.
"The PHENOM 100" passenger seating has people facing each other with double club seating. Preparing for important business meetings in the air is made simpler. Leaving behind essential business materials and luggage is no longer a concern. At 55 cubic feet, the Phenom 100 has the largest baggage compartment in the entry-level jet class.
The Phenom 100 has a comfortable range of 1,160 nautical miles and can climb to 37,000 feet in just 23 minutes.
"The Phenom 100 Private Aircraft" may be classified as a "very light jet," but the "Phenom 100" is competitive with larger "private jets" in performance and space. Its high speed cruise of 380 knots true airspeed trumps all close competitors.
"The PHENOM 100" offers much of the same capabilities and characteristics that are specific to a class higher, but still at a fraction of the cost. For small companies traveling short distances, the "Phenom 100" is a great value.
"The PHENOM 100" interior is surprising for its size as well. Measurements are 11 ft long, 4’11’’ high and 5’1’’ wide. The jet boasts 305 cubic feet of total cabin volume and 55 cubic feet of baggage capacity.
Private Jet Charter in a Phenom 100 is one of the best priced Light Jets. The Phenom’s interior can be configured using seven pre-defined factory options.
The PHENOM 100 in which Embraer earned certification for its "Phenom 100" entry-level jet, which had been announced just a few years earlier. At centraljetcharter.com/phenom-100.html., can be chartered for $1,450 per hour and up.
The "Phenom 100" and Mustang, respectively, were simply new Part 23 models and not an attempt to create any kind of new category. It’s clear in hindsight their approach was conservative and largely conventional.
Both airplanes are no-compromise jets that just happen to be at the light end of the spectrum.
And despite a challenging market, both airplanes have enjoyed strong sales over their still short histories. "The Phenom 100 Charter Flights."
While there were the expected growing pains, the effort was a success.
It signaled clearly Embraer’s commitment to being a major player. And no one questioned the underlying quality of the Phenon 100, despite the teething pain. Owners love the airplane.
Following the 100, Embraer quickly earned certification for its Embraer 300 large-light model.
And a remarkably advanced midsize model, the Legacy 500, is closing in on first flight and a 2013 certification date.
The 500 features fly-by-wire flight controls, industry leading projected performance and an enviably large cabin.
The modus operandi for Embraer had been to compete with established biz jet makers by offering more value — larger cabins, faster speeds and better loads — for less money.
The Legacy, for instance, was marketed as a super-midsize airplane but really competed against large-cabin models while costing millions less.
In reality, the 100 didn’t really compete against Cessna’s new Mustang but against the company’s long established CJ, in the form of the now discontinued CJ1+.
The emerging M2 model, a CJ offshoot (Model 525) but with upgraded avionics and interior, most closely matches the performance, cabin and amenities of the 100.
In addition to its performance, the 100 brought value to the equation through Embraer’s airline heritage.
It’s not just talk either. This entry-level jet has integrated engine indicating and crew alerting system, fadec engines, electronic monitoring and control of all systems through its synoptics system.
It does, of course, feature fully redundant flat-panel avionics, dual-channel digital flight control, dual batteries, maintenance-friendly design and brake-by-wire, all remarkable features for a jet of the Phenom 100’s class.
As advanced as it is, the Phenom 100 was designed to be a single-pilot jet — Embraer’s 450-knot Phenom 300 shares this trait.
But the Phenom 100 has established itself in that same class. The 100 is a single-pilot-friendly airplane.
There are three main reasons for this: the avionics, the engines and the layout, the first two of which represent recent technology breakthroughs that Embraer has smartly leveraged into single-pilot goodness.
By now everyone is likely aware that the Prodigy cockpit in the 100 is an offshoot of the Garmin G1000 avionics suite.
The Mustang has a G1000-based avionics installation too. Prodigy is a great fit for the 100, and for pilots like me who have some experience flying behind G1000, the transition to the jet world is pretty straightforward.
Prodigy improves upon the basic G1000 functionality by adding checklists, synoptics, and digital flight control. The bottom line for Prodigy, though, is that it is a remarkably powerful integrated avionics system that gives the pilot a wealth of tools for managing and controlling the flight.
Embraer’s completion of the project on time and on performance signaled that Embraer was not just a new bizjet player but one that is not to be taken lightly either.
It’s a Maserati that seats up to eight and goes better than 400 mph. The air stair door is the best in its class, and with one-handed operation, no particular loading restrictions and a gorgeous high-tech look and feel, the door says “big jet” and not “VLJ.”
The Embraer EMB-500 Phenom 100 is a very light jet developed by Brazilian aircraft manufacturer Embraer. It has been type certificated as the Embraer EMB-500, with 300 units delivered by 2014.
The Phenom 100 has a capacity for four passengers in its normal configuration, but it can carry up to seven passengers with a single crew, with optional side facing seat and belted toilet.
The cabin interior is designed by BMW DesignworksUSA. It has a maximum flying range of 1,178 nm with four occupants and NBAA IFR Reserves.
The first aircraft was delivered in December 2008, when price was US$ 3.6 million, while price was $4.5 million in 2015.
It has an oval fuselage with a 7.985 m³ passenger cabin, a 1.47m-high by 0.74m-wide (4.5'x2.1') door and 1.2'x1' windows, and an unpressurized 1.70 m³ (60ft3) cargo hold.
Its structural life is 28,000 flight cycles or 35,000 hours, built of 20% composite materials. A Phenom 100 may cost around US $2-3/mile to operate, whereas the G650 and similar may cost $5–6.
The aircraft is fitted with two rear-mounted Pratt & Whitney Canada PW617-F turbofan engines rated at a take-off thrust of 7.2 kN (1,695 lb) to ISA+10.
The engines have dual full authority digital engine control. An automatic performance reserve feature boosts engine output to 1,777 lb in the event of engine failure on take-off.
It seems like longer than a few years ago that Embraer earned certification for its Phenom 100 entry-level jet, which had been announced just a few years earlier.
The launch of the program was done at the height of the very light jet (VLJ) craze, back when the energy of Eclipse was still powering great interest in the segment and before it became clear that the concept of the VLJ category was largely a product of hype.
Two companies that were inspired to build new sub-10,000-pound airplanes, Embraer and Cessna, both rejected the VLJ label, claiming their new entry-level jets, the Phenom 100 and Mustang, respectively, were simply new Part 23 models and not an attempt to create any kind of new category.
It’s clear in hindsight their approach was conservative and largely conventional.
Both airplanes are no-compromise jets that just happen to be at the light end of the spectrum.
And despite a challenging market, both airplanes have enjoyed strong sales over their still short histories.
While Cessna was, at the launch of the Mustang, a longtime light jet manufacturer, the Phenom 100 broke new ground for Embraer.
Embraer, however, figured out a way to do it, adding one side-facing seat in place of the wardrobe that you see when you first enter the airplane and another by making the potty a belted seat approved for takeoff and landing.
The lavatory is the best in its class as well. With a hard-side pocket door, the lav, again, is something that you wouldn’t have found on an entry-level airplane.
The result of the additional seating is, remarkably, an eight-seat entry-level jet.
Eight is a lot of occupants to have in the 100, to be sure, but the charter operators who asked for the upgrade say that it’s rare for all of the folks in back to be adults.
Embraer did increase the zero fuel weight substantially, by 1,320 pounds, to allow the jet to dispatch when all the seats are full.
The Phenom 100 did not seem to follow this strategy. Instead, it pushed the envelope of the entry-level concept, offering best-in-class performance while costing substantially more than its competitor.
The replacement option is for all four seats — you can’t do just two of them — with a weight increase of 60 pounds.
Another change sure to be popular is an option to upgrade the seats in the club seating area with more comfortable and more configurable seats based very closely on those in the Phenom 300.
The concept of building a single-pilot light bizjet isn’t new: Cessna has been doing it and doing it well for 40 years.
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