FLIGHTCHECK

Embraer Legacy 600: $25.41 mil, Mach .80, FL4

Priced for success, supermidsize jet combines comfort, performance, range and reliability.10, 3400 nm, 10-14 seats


Embraer Legacy 600 specifications
 
Price  
Basic equipped ($ mil US) $25.41
Powerplants  
(2) Rolls-Royce AE3007 A1E  
Takeoff thrust (lbs ea) 7,987
Dimensions  
Wingspan 69 ft 6 in
External length 86 ft 5 in
External height 22 ft 2 in
Internal cabin length 49 ft 10 in
Cabin max width 6 ft 11 in
Internal cabin height 6 ft 0 in
Volume (cu ft)  
Baggage 286
Total volume 1,650
Normal seating, crew/pax 3/10–14
Weights and loading  
MTOW (lbs) 49,604
Zero fuel weight 35,274
Basic operating weight 30,081
Max payload 5,193
Payload full fuel 1,440
Max fuel load 18,170
Performance  
Balanced field length  
(SL, ISA, MGTOW) (ft) 5,614
Landing distance (SL, ISA, MLW) 2,683
Max altitude 41,000
Pressurization dif (PSI) 8.4
Max range (IFR, ISA) (nm) 3,455
High-speed cruise Mach 0.80
Normal cruise speed Mach 0.78
Range (NBAA, IFR) (nm) 3,400
Mmo Mach 0.80
Vso (KIAS) 95
Vmo 320

Figures supplied by Embraer

 

Climbing up the entry stairs I turned right to take a closer look at the cabin. Embraer completes Legacy 600 interiors in Brazil with cabinets from Nordam and finishing quality excellent throughout.

I liked the galley, the spacious lav, cabin window height and found headroom to be adequate. The 3-zone seating arrangement, with various available options, is excellent and differentiates the Legacy 600 from most of its competitors.

Moving forward to the flightdeck I found access to the left seat easy with good seat adjustment and comfortable armrests. The Legacy 600 flightdeck is very spacious and roomy, visibility is excellent and this front office gave me the feeling of being in a larger Gulfstream.

The Honeywell Primus 1000 flightdeck, with its five 8 x 7-in screens, is really nice! As this airplane was designed for regional airline use and operation by low time first officers, the flightdeck is very simple and designed around a dark cockpit philosophy.

Standard Legacy 600 flightdeck equipment includes dual FMS/GPS/ IRS, EGPWS with windshear detection and escape guidance, and integrated standby instrument system (ISIS), weather radar with turbulence detection, TCAS 2000, HF radio, central maintenance computer and Cat I and II autoland capability.

CMC PilotView electronic flight bags are offered as an option for those who desire paperless flightchecks. Once engines are up and running, all selectors on the overhead panel are turned to the 12 o'clock position and you're ready to go.

Generator control units for all 5 generators do everything automatically and you can depart MEL with one generator out.

Fuel system (2 wing tanks and 4 fuselage tanks) is fully automatic. APU can be started up to FL 300 and can be operated to FL 370. Dual channel FADEC can be set for either 90 or 100% of takeoff thrust.

Anti-ice is automatic with the probe heated automatically. For our flight we planned to depart VNY at a takeoff weight of 40,260 lbs, with 8500 lbs of fuel, 2 passengers and FADEC set to 90% of max takeoff power. Garcia and I taxied for takeoff on runway 16R with flightplan filed to BFL (Meadows, Bakersfield CA) at FL 380.

Spacious flightdeck is equipped with a Honeywell Primus 1000 panel featuring five 8 x 7-in displays, dual FMS/GPS/IRS, EGPWS, electronic charts and Cat 1 and 2 autoland capability.

On taxi rudder pedal steering was good-you can use the tiller for sharper turns-and digital brake-by-wire system was excellent.

Flying the Legacy 600

Departing VNY we climbed to FL 260 at a standard 270 kt climb profile to Mach 0.67. Passing through FL 260 we showed a climb rate of 2000 fpm at 270 kts.

At FL 350, while a little high on Mach, we were still climbing 1500 fpm. The Legacy 600 easily did what the book indicates in both speed and climb rate. After establishing cruise at Mach 0.74, and confirming that fuel flow was right on book figures, I did a modified emergency descent to below 18,000 ft.

The Legacy 600's spoilers, in my opinion, are not quite big enough and it's hard to get the airplane down fast but 6000 fpm emergency descent obviously meets the regs. Canceling IFR at 18,000 ft I did steep turns at 16,500 ft. While Garcia and I did approach to stall clean we did not take it right to shaker due to Embraer's policy of stalls below 18,000 ft.

Three distinct privacy zones are provided within the Legacy 600’s 1650 cu ft cabin. Typical seating configurations range from 10-14.

The Legacy 600 has both shaker and pusher but no angle of attack indicator. Garcia explained that stall, clean at MTOW, is 129 kts and with gear down and 45 degrees flap stall is 105 kts. We shot 2 touch-and-go landings at BFL followed by one full stop landing.

On our third takeoff Garcia cut an engine at V2 and I found it easy to hold the Legacy 600 straight with more than adequate climb performance. Heading back to VNY, at 15,500 ft, we let down to land on Runway 16R with 22 degrees flaps. With 22 degrees flaps the 600 is a good glider and I was a little fast over the numbers resulting in a rather long landing but no problem with 8000 ft.

Landing at VNY we'd burned just 3500 lbs of fuel over our 1 hr 20 min flight. That's excellent fuel economy-you'd have burned that much in a Learjet 25!

 

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