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Having flown the Cessna Mustang C510 for the last 6 months and 150 hours all over Europe the owner, a pilot as well, is seriously thinking of upgrading to a Phenom 300, mainly due to the range and useful load limits of the mustang.
I'm looking for feedback, advise, tips and tricks from experienced Phenom 300 pilots and instructors, both in terms of Type rating, (where and why), range, speed, and any other useful information.
Any help is greatly appreciated.
Free coffe and warm welcome always available at our base on the French Riviera (LFMD)
Hi Oliver, Im now in Dallas for initial Phenom 300. I can´t give You any relevant information about operation of this airplane, we are beginner with this. But, we are expecting about 100 floun hrs/month. I think we can give You some experience soon. I´m sure we will fly to LFMN very often. Iĺl give You know, and we can come together. By for now Martin Klaudy
Thank you very much for your reply. We re based in LFMD. you should consider sometime as we also act as Hangar provided by the night, which is not really possible in Nice.
Looking forward to have as much info possible on your Flying with the Phenom 300. Will you be base in Europe? Where?
I flew to Mandelieu once in a 300 and it was quite nice. I have experience on the 300 if you need advice. My longest flight in Europe was from Larnaca to Le Bourget with 4 on board and some luggage. Took 05:16 flight time. My longest was from Goose Bay to Fort Lauderdale.
Performance wise, it is hard to compete with the 300 on its class. Operation cost is similar to a B200 and you have several services centers in Europe (Le Bourget, Stansted, Prague, Altenrhein, Dusseldorf, Essex and so on)
Very few aogs, fuel burn is real low and luggage compartment is the largest on class.
Thanks for your post. Is there a way of heating the cabin in the winter? I understand an APU is not available, so maybe an electric heater powered by a ground power unit?
Are thrust reversers available? I don't like operations on contaminated runways without them
The Phenom 300 is only my second jet and I must say, I'm very impressed. Having familiarized myself extensively with the Garmin 1000 avionic, from C172, to TMB 850 and more recently on the Mustang, certainly did help a lot, not only for the type rating but for everyday flying as well.
ROC is impressive, performance, fuel burn and ease of flying are just great. The aircraft is new out of the factory. A few squawks already such as a GCU (engine start) and a Yaw servo, but nothing really surprising for a new aircraft. We have been speaking at great lenght with owners having flown the bird for nearly 500 hours, sqawks free. Support has been great, both in the USA and Europe.
I'll be flying every week from Paris le Bourget.
Thrust reversers are really not considered now on either Embraer or Cessna light jets series and despite the Brake issues on the Emb 100 (only) my experience with the Brake by wire on the 300 is extremely positive. It takes a little bit of getting use to (no pumping ....) but it sure is extremely efficient.
Contaminated runways are OK but by the book figures have to be used in terms of required lenght.
We have the options of a warm luggage compartment.
For warming up the cabin, yes your suggestion seem to be good. I'll try and let you know.
Merci Olivier for the great reply. The problem with using an electric heater to heat the cabin is that the power plugs (cabin 115/230VAC outlets) usually have a low amp rating (CB) that exceeds the amp requirements of a heater. I was hoping that Embraer might offer a built-in electric heater as an option (much like the electric air con for ground use. It does have that, right?)
Cabin heaters The marvels of modern aircraft. Why not save your boss a bunch of money and buy a Lear 35A. A fraction of the cost, reliable and comes with an electric cabin heater!
To save time and for accuracy, Go to your Embraer Sales Rep and ask for an Options List of the Phenom 300.
I only hear good things. The Phenom line is putting some old designs in the boneyard, like the Beechjet is out performed in every way. Soon the Hawker will be sent to pasture by the 500.
Flying in icing conditions above FL300 in the Phenom 300
Greetings from the South of France,
Well, the flight manual specifically indicated that with negative temperature in visible moisture all Anti-ice should be turned on. I did not think that this was an issue until flying last month to the Maldives (VRMM) en encountering IMC conditions from 10000 feet up to FL450. We did turn everything anti-ice protection on and got the TTO heater fail message which is a known situation from Embraer. The reason for this is the current "logic" which does turn the TTO heater off rather and an actual failure. However, the recommended procdure is to "exit" icing conditions as ice could accumulate on the probes and then get into the engine with potential damage.....
"Getting out of the "Icing conditions" was not truly possible, thus our demand to Embraer who confirmed been actively working on this with a new "logic" load which will allow for Engine anti ice at any altitude.
Phenom 300 pilots feedback
