Scooter74

Can I get some real world numbers on this bird too?

Range/Speed/Usefull Load/TO+Landing distances


TIA

jumppilot03

I fly a straight 1. We have really enjoyed the plane. The pro line 21 is easy to learn and use. We fly single pilot and can take 4 passengers and baggage with full fuel 3670lbs.
3 hours and/or 1000 miles are about all it will do. Plan on 120 gallons per hour in cruise at the higher flight level. Plan on .75 at fl 400-410. At lower altitudes you can plan on .78 in the cruise.

Post your airport info if you want me to get some tofl numbers.

Ziggy

Since I've been flying the Phenom 100, I've been looking at other aircraft within it's class. The Phenom is a good flying aircraft, love the avionics, But it is severely underpowered and slow! I know it was built for economy, but they went too far.
Is the Premier a part 25 aircraft? And how does it handle hot and high, like KASE?

cleared4ils

Jumppilot03,

Just wondering how you are able to get 1 pilot plus four pax and bags with full fuel? I've flown 4 different Premiers (1s, and 1As), all of which had a BOW of about 8400#s. That would allow for a TOTAL of 1 pilot and 2 pax plus bags with full fuel. Does your plane weigh that much less? I do agree with your stated range of 1,000 miles with a good reserve. The 1A I currently fly generally gives us about .77 at FL410, but that's a little quicker than the others I've flown.

BoilerUP

Premier is a Part 23 airplane, like all purpose-built single pilot light jets. I'm sure its performance is to Part 25 (or 23 commuter) specifications though...

My wife flew early P-Is...she always said in the mid-30s it was a 0.80M airplane between tech stops or service centers. High and hot, not its forte...nor are short runways.

We demo'd a -IA after we took delivery of our CJ2+; fantastic cabin for a light jet and nice flying airplane but the cockpit looks like it was built with leftovers from the King Air & Beechjet parts bin (because it probably was). It has high MMo/VMo which helps in terminal areas, but on longer trips you have to pull the Premier back to IRC/LRC and the CJ2+ at HSC will have the same time or slightly faster while burning less fuel. Good amount of baggage (especially in the cabin) but compared to the CJ the oddly-shaped rear compartment isn't as friendly to larger cargo like displays & trade show booths.

I also was no fan of its 200hr inspection intervals.

All that said, I'd have no problem flying one; there is one based at our airport and it seems pretty reliable.

beech350guy

The premier is a great airplane, but it has some areas that will bite you. One that comes to mind is the landing weight will be difficult to make if you have to make a short hop in bad weather with people on board.

The airplane eats up gobs of runway when it's wet, however, when it's dry it will stop very well. I was flying it off of a 6000' rwy at 3500' elevation, and it did pretty well, until the temps got into the 90's.

ISA+ temps kill it in the flight levels. But I suppose that is to be said with any jet.

The only way to go the distance in the airplane is to rocket to FL410, then sit there until you can do a 3.8 degree descent. Don't even bother trying LRC or IRC at that altitude, as the effect are marginal at best, and you end up taking a huge hit on TAS.

Lastly: dealing with Williams is the worst. They won't do anything on the engine until the damn thing blows up. Ours would over temp on every takeoff, and would make published N1/power, but Williams swore it was our fault..... Williams is notorious for their crap customer service. Beware...

Bottom line: lots of fun, hauls ass, flys like a sports car, but performance limited, and difficult to flight plan. IMHO .

BoilerUP

Williams International has been the #1 rated engine manufacturer for customer service for the better part of the last decade.

We had a RH engine bearing fail on our CJ2+ at 9am on a Wednesday, and by 6pm Friday a loaner engine (which came from PHX) was installed with the mechanics (that came from IAH) finishing up paperwork. AND we weren't on TAP!

Not sure when you had your problems, but ours were in 2010 and I couldn't have been more impressed with Williams and their response.

beech350guy

Our problems were in 2010/11. The problem was that they would come back and say the same thing over and over again about the over temp....."compressor wash it"..

There was a similar writeup in propilot I believe in the comments. Their complain was almost identical to ours. They ended up selling their airplane to another operator because of the issues with Williams, and dispatch reliability due to over temping / not making power. The irony was that the aircraft failed prebuy, and had to get overhauled engines before the sale....

Thanks for your message Boiler, maybe our problems were isolated....

Cheers