Phenom-enom?

“Embraer’s decision to expand into light and very light jets sector was to leverage on untapped opportunities that exist there,” Jose Eduardo Costas, Embraer’s vice president of sales and marketing for executive jets, Asia Pacific told Australian Aviation recently. “We have proven with our other jets that we have the expertise to provide quality and efficient jets, so this is an extension of our capabilities.”
But instead of relying on its commercial aircraft developments to fuel its push into the business market – as it had done with the ERJ-135 based Legacy 6000 – developing the two light jets would require new designs and a strategic commitment to the sector.

As Embraer’s head of corporate aviation, Luis Carlos Affonso put it at the launch of the the aircraft, “Embraer is committed to making long-term investments in this business to offer revolutionary products and completely integrated solutions to a sophisticated customer base. Our goal is to build a robust business aviation unit and a global infrastructure to support it.”

At the event, Embraer showed off the designs for the two aircraft, which would be developed in tandem, but the schedule called for the Very Light Jet would enter service in mid 2008, while the larger Light Jet’s EIS date set for mid 2009. The two jets were given their respective names in November.

With the Phenoms, Embraer was playing a game of catch-up in what was becoming a crowded market place, especially in the Very Light Jet segment where rival aircraft such as the Eclipse 500 and Cessna Citation Mustang had been on the market for some time. However, most of these VLJs were aimed at pilots making the transition from piston or turboprop aircraft to jets, rather than executive transport.
It was here that Embraer saw a gap for the Phenoms by offering some of the luxury features of larger jets in a package which could still be competitive in terms of acquisition, maintenance and running costs against the other aircraft in their segments. As one of its early press releases put it, the stated goal for the aircraft was for the Phenoms to be “best-in-class jets.”

In order to do that, the Brazilian manufacturer partnered with BMW Group Designworks USA to design the cabin and cockpit of both Phenoms. “BMW Designworks is renowned for their sleek and comfortable design which complements Embraer’s style,” said Costas. “This partnership has created a broad selection of interior design options for the Phenoms to suit the most selective customers.”

As a result, the two aircraft share some stylish features, with different colours and motifs available. Other luxuries include leather seats and cabin trim, as well as features such as lavatories, beverage stations and an interior storage compartments on the different models.
Both models feature what Embraer calls its ‘OvalLite’ cabin design, which effectively gives it a 1.6m cross section at shoulder height. With a stepped cabin, the aisle has a height of 1.5m, making it one of the tallest cabins in its class. They also both feature some of the largest windows in their respective classes, allowing for more natural light to enter the cabin.

The two aircraft also feature a common Garmin Prodigy flight deck, which allows for single pilot operations. Based on the successful G1000 integrated avionics suite, Costas says that the Prodigy has been a key attraction of the Phenom. “Our first Phenom 100 customer, who is a certified pilot, found the Prodigy avionics system easy to operate, user friendly and always providing full situational awareness. The high degree of automation makes the aircraft a great single-pilot jet,” he said.

Other common systems include a brake-by-wire system which features anti-skid capability and trailing link landing gear for smooth landings.

Compared to some contemporary business jets, the Phenoms are also largely conventional in design, with the majority of the structure made from aluminium. Composites have been used in selective areas, such as the fairings and the tailplane.

One of the other features stemming from its commercial aircraft experience was that Embraer designed the Phenoms to have a long service life, with the 100 aimed at having an economic life of 35,000 cycles and 28,000 for the 300.

Although being developed in tandem, the Phenom 100 was the first to fly in July 2007, and achieved Brazilian National Civil Aviation Authority (ANAC) certification six months behind schedule on December 10. It then achieved FAR Part 23 certification from the FAA two days later, clearing the way for the first customer delivery on December 24.

The Phenom 300’s development is currently on schedule, with the first of four development aircraft making its first flight in April 2007. Certification is expected to take place later this year, with first deliveries set for the fourth quarter of 2009.

Phenom 100

The Phenom 100, as the smaller of the two jets, is more aimed at the VLJ market, but carries a number of features which are more akin to larger business jets, with a list price of US$3.18m (A$4.81m) at 2005 conditions.

Powered by two Pratt & Whitney Canada PW617F engines which produce 7.2kN of thrust and features a two channel FADEC (Full authority digital engine control). The same series engine is also used on the Cessna Mustang and Eclipse 500 very light jets.

The stylish interior cabin typically has seating for four passengers in a typical club seating arrangement, as well as two cockpit seats. With four passengers, a lavatory, beverage station and interior storage compartment are included.

In its flight testing, it was found that the Phenom 100 performed better than expected, with a range of 1178nm (2183km), with a high speed cruise of 390kts (722km/h). The aircraft also has an operating ceiling of 41000ft.

The Phenom 100 has a 4.75 tonne maximum takeoff weight, with a maximum payload in standard configuration of 595kg. As a heavier aircraft than other VLJs, the aircraft has a standard takeoff field length of 3400ft, while an optional enhanced takeoff package can allow it to take off in 3125 ft. Landing distance (at maximum landing weight) is 2699ft.

The aircraft also features a 1.56 cubic metre externally accessible rear luggage compartment, which allows passengers to store an assortment of baggage as well as golf clubs and even skis in the compartment. Other baggage compartments are available in the cabin and the nose of the aircraft.

The 100’s 12.3m span wing features a shallow sweep on both the leading and trailing edges, similar to other jets in its class. The fuselage has a length of 12.82m, while the distance from ground to tail is 4.2m.

In the cockpit, the 100 features Embraer’s Prodigy flight deck, which is based on a Garmin integrated all-glass avionics suite. This features two Primary Flight Displays and one Multi-Function Display, all at 12 inches through which the aircraft’s primary flight, navigation, communication, terrain, traffic, weather, engine instrumentation and crew alerting system are displayed. As with other Embraer aircraft, the controls are a mounted yoke with angled handles, and the aircraft is approved for single pilot operations.

With the aircraft achieving certification on December 12, Embraer managed to deliver two Phenom 100s by the end of 2008, and Costas says that over 100 aircraft are planned for delivery this year.

Phenom 300

As with other programs – such as Embraer’s successful E-Jets – the 300 is seen as a logical step up for operators of the 100, with a number of air taxi operators having ordered both aircraft. The bigger aircraft also has a bigger price tag, with Embraer listing the price of the Phenom 300 at US$6.85m (A$10.37m) at January 2005 conditions.

Categorised as a light jet, in a similar category to the mid-light Hawker Premier 1A and Cessna Citation CJ4, the larger Phenom 300 has some common features but has been optimised for a larger cabin and has a slightly better range profile than its smaller brother.

Although final performance figures have not been released yet as the aircraft is still in testing, the 300 is projected as having an 1800nm (3336km) range, with a high speed cruise of 450kts (834km/h), with a maximum operating altitude of 45000ft. The aircraft also has a field length at maximum takeoff weight of 3,700ft.

Outwardly, the biggest differences are in the wings and fuselage. Compared to the largely conventional wing of the 100, the 300’s 15.91m span wing is of a more convention business jet design with winglets, which is more common to the larger Legacy series of jets. The aircraft also has a fuselage length of 15.64m, but largely retains the same profiling as the 100.

As it is a larger aircraft carrying more weight, the 300 features PW535E engines with 14.2kN of thrust, which offers a time of 5000 hours between overhaul. The engine is similar to other PW500 series engines used on aircraft including the Cessna Citation Excel and Hawker 450XP.

On the inside, the 300’s typical layout is for six seats plus a crew seat. This allows for a belted lavatory at the rear and beverage station in the forward cabin with different size options. With these removed, the aircraft can carry up to nine passengers in the cabin.

The cockpits of the 100 and the 300 are nearly identical with both sharing the Prodigy flight deck, allowing for a common type rating between the two aircraft.

With the greater cabin capacity, the baggage compartment is also larger, with 2.15 cubic metres of storage space available, which can also a combination of different sized baggage.

While its smaller brother was six months late in gaining its certification, Costas says that the larger aircraft’s development program is on track, with deliveries to start late this year. “The Phenom 300 program is progressing very well,” he said. “The First Flight was made in April 2008, ahead of schedule. The current status of the flight test campaign and certification process indicates that all the performance parameters are being met.”

Support

On of the key points of difference for Embraer across its business jet range, including the two Phenoms, is the after-sales service it offers through its Embraer Executive Care program. With this program, the manufacturer is setting up six company owned service centres in the US and Europe and will also work with a network of other service providers around the world to offer a ‘nose to tail’ product for customers.

Embraer has also designed the Phenoms to have low maintenance demands, and it has established a network of Embraer Executive Care service centres (including six it owns in the USA and Europe) around the world to support the aircraft. This effectively offers a ‘nose to tail’ support service option (with the exception of the engines) for Phenom owners, where they are billed based on anticipated maintenance over forecast flight hours. Engine support is offered through a separate package from Pratt & Whitney Canada.

In addition to maintenance, in 2006 Embraer also established a joint venture with CAE for training Phenom pilots. The first pilots through Embraer CAE Training Services have undertaken their courses at CAE’s Dallas, Texas facility, where a full function simulator for the aircraft has been set up. Another centre will open at CAE’s Burgess Hill training centre in the UK during the first quarter of this year.

Sales

At the time of its launch, Embraer said that it saw a market for 3000 Phenoms, most of which were to private owner/operators and corporate flight departments. Unlike other VLJs, Embraer did not see the Phenoms relying on the growing air taxi market, although the manufacturer has since taken many orders from these operators.

In just under four years since their launch, the Phenoms have been a sales success, with Embraer holding firm orders for over 850 aircraft, with roughly two thirds of orders for the smaller 100.

As with many other business aircraft, the majority of demand has come from the United States, while many Phenoms have also been ordered from European operators. But as Costas explains, the manufacturer is keen to expand the market of the aircraft into other growing business jet markets. “Globally, the private jet market has seen strong demands from Russia, Eastern Europe and the Middle East. Within Asia Pacific, Australia, India and Indonesia are the countries in which we are seeing steady growth,” he said.

To that end, Embraer has been aggressively marketing the Phenoms around the world since their launch, which included a 2007 sales tour in Australia, and appearances of mock ups at a number of airshows around the world.

In the Australian market, Costas sees the Phenom having appeal for customers who require the speed of a jet but only over relatively short distances. “The Phenom line caters to customers that need to make short and frequent flights,” he said. “For example, the [US]$3m Phenom 100 is ideal for people who have primarily an intrastate requirement, perhaps flying from Brisbane to various Queensland towns where it can operate from shorter runways and has low operating costs with jet speeds.”

However, the conditions around the business aviation market have changed considerably compared to when the Phenoms first hit the market four years ago, with some analysts predicting massive cancellations from businesses and individuals who are not able to fund their purchases.

“The demand for private jets, and Phenoms by extension, has been strong over the last few years, with deliveries growing to record levels, but the volume has been recently affected by the current economic turmoil. That said, we still have a backlog of over 850 Phenom jets,” said Costas.

“As we increase the production ramp-up throughout 2009, more customers will have the opportunity to experience using the Phenom 100 and benefiting from Embraer’s heritage in developing aircraft with the lowest operating and maintenance costs. Coupled with very competitive pricing, we are confident that the market for the Phenoms will continue to grow.”