Phenom 300 pilots feedback

[odemacon]

Hello there and greeting to all,

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)

Fly safe, be Happy.

Olivier Demacon

[martinack]

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

[odemacon]

Hello there,

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?

all the best,

Olivier
[email protected]

[733driver]

Hi Martin, Olivier or any one else who can give us an update

How is the 300? Any issues? Great things, not so great things... Would love to hear it all.

Cheers!

[Sydy]

Hello gentlemen,

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.

Count on me,

Sydy

[733driver]

Hi Sydy

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

Looking forward to hearing from you!

[odemacon]

Hello there,

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.

Don't hesitate if you ever in paris.

All the best,

Olivier

[robbreid]

Olivier sent a private message.

rob Toronto

[Sydy]

733,

Odemacon already answered all your questions. The airplane is awesome!

All the best,

Sydy

[733driver]

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?)

[hawker750]

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!

[Silly Pilot]

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.

[one dot right]

Can the Phenom 300 fly in icing above FL300?

Yes, but you can't turn on the anti ice as the engines can't provide enough bleed air up there.

The excuse from Embraer is 'how often are you in icing above FL300?' :rolleyes:

[odemacon]

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.

All the best,

[JABAG]

We are currently in the process of picking up a Phenom 300. We are going through the option list and need to decide on either the Prodigy (Garmin 1000) or Prodigy Touch (Garmin 3000). I would appreciate if anyone can give me additional information on both cockpits, especially with regards to usabilityand reliability.

Any other info on the options is appreciated.

[E50P]

JABAG -
Please feel free to give us a call at FlairJet in the UK tomorrow (+44 1865 372069) & we will put you in touch with our Chief Pilot. He has recently delivered a Phenom 300 with the Garmin 3000 & has plenty of experience with the 1000 also. I am sure he will be able to give you a good comparison of both.

[BBJ-Captain]

I have to agree.
How often do you find icing up there?
You will also note that most aircraft have a limitation on Anti-Ice at high levels. It really isn't that uncommon.

[McDoo]

JABAG the G3000 upgrade costs $357950. The question you need to ask is 'what extra capability do you get for your money?' Great aircraft though. Performance, cabin, cockpit all make a CJ4 look pretty poor. Has the feel of a much bigger aircraft when you fly it. Some pilots complain about the turning circle when taxying, might be something to check if you often park on congested ramps. Enjoy your new jet. McD :)

[Zaurbekas]

Hi gentlemen!
Do Phenom100/300 have CPDLC already installed?
Will be CPDLC mandatory in 2015?

[Zaurbekas]

Hi,
Does anybody know?
What is max cross wind for landing on Phenom 100?

[Lowmick]

As far as I know, Phenom 100 has no limitation for crosswind. Anyway, max demonstrated x-wind is 17kt and tailwind limitation is 10kt.

[McDoo]

CPDLC is an available option. I believe there is a weight limit above which it will be mandatory. Anyone able to help out there? :confused:

[JonDyer]

As far as I know, Phenom 100 has no limitation for crosswind. Anyway, max demonstrated x-wind is 17kt and tailwind limitation is 10kt.


Worth bearing in mind I think, that this only applies to private ops. Under AOC, "Demonstrated" effectively becomes "Limiting" unless you are prepared to set up a flight-test program and go out and prove it to the satisfaction of your regulator.

[His dudeness]

CPDLC:

LINK 2000+ Programme | Eurocontrol (http://www.eurocontrol.int/services/link-2000-programme)



The LINK 2000+ Programme started in 2001 and is now in the full scale implementation phase governed by the DLS IR which requires:

All newly delivered aircraft operating above FL285 to be equipped as of 2011,
Core European ANSPs to be operational by 7 February 2013,
The rest of European ANSPs to be operational by 5 February 2015,
All existing aircraft operating above FL295 to be retroffited by 5 Feb 2015 (unless exempt).

[silverknapper]

17 kts very poor. Not that we would be interested in a 100 anyway but that would totally rule it out.

[Sydy]

17kt is demonstrated, not limiting. My best, so far, was 32kt in Vienn. Not much of trouble.
The fun fact is that the 100 and 300 are giving hell to the competitors...