Embraer Phenom 100: $3.6 million, M.70, FL 410, 1178 nm, seats 2+4

Light bizjet embodies latest trends in design and avionics to achieve superior performance.

Embraer Phenom 100 specifications  
Basic equipped ($ mil US) $3.6
Powerplants (2) P&WC PW617F
Thrust at takeoff 1,695
Wingspan 40 ft 4 in
External length 42 ft 1 in
External height 14 ft 3 in
Internal cabin length 11 ft 0 in
Cabin max width 5 ft 11 in
Internal cabin height 4 ft 11 in
Volume (cu ft) 282
Baggage 60+7
Normal seating 1/5-7
Weights and loading  
MTOW (lbs) 10,472
Zero fuel weight (lbs) 8,444
Basic operating weight 7,132
Useful load 3,384
Max payload 1,312
Max usable fuel (lbs) 2,804
Balanced field length (SL, ISA, MGTOW) (ft) 3,125
Landing distance (SL, ISA, MLW) 2,699
Max operating altitude (ft) 41,000
Pressurization diff (psi) 8.3
Max range, IFR, ISA (nm) 1,178
High-speed cruise (kts) 390
NBAA IFR range (nm) 1,178
Mmo 0.70
Vmo 275
Figures supplied by Embraer  

As we taxied for takeoff from GPX, an Embraer 195-the largest jet that Embraer builds-returned from a test flight.

After takeoff we climbed to 18,000 ft for the 150-mile flight home. The autopilot was on and coupled to the programmed flightpath. We tried to find the location of thunderstorms.

The weather radar painted the cumulonimbus clouds (Cbs) nicely-but, since the Cb image could not be superimposed on the map display and our route, we had to mentally correlate the Cb locations to our route of flight and switch back and forth between the radar and map display.

Luckily there was no weather on our route of flight, even though we could see lightning all around us.

The entire ILS approach to SJK, including the procedure turn, was programmed in the Garmin and flown automatically by the autopilot. After intercepting the ILS, we descended on the glideslope.

As we approached the wet runway in IMC in the dark, we extended flaps and gear.

When the runway came in sight I wanted to disconnect the autopilot but had a problem finding the right disconnect button on the control wheel.

(There are 4 switches on the wheel, and at night it was hard for me to find the correct one intuitively.)

But Neto was there as a test pilot. He disconnected the autopilot for me and I made a nice nightlanding in the Phenom 100.

The LED landing lights provided good illumination of the runway.

We taxied back to the hangar at the factory-and, as I parked this beautiful aircraft, I was also sad that I didn't have the $3.6 million to buy one right away for myself.

Especially in these times, when corporate aviation is again facing a storm of public criticism, the Phenom is the right aircraft to downsize and still be productive.

Phenom 100 PP-XOH lands at GPX-Embraer's own airport-in front of the company's large hangar.

The Phenom 100 will be a very successful jet, even competing with the King Air for certain executive missions.

Small and medium-size businesses that need to visit factories in smaller cities will find the Phenom 100 a great and productive tool, built soundly by an airliner manufacturer for high utilization.

Peter Berendsen is a Boeing 747-400 captain for an international airline. He writes regularly on aviation-related subjects.



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