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The Phenom 100's Prodigy Flight Deck, designed with a quiet and dark cockpit philosophy is based upon Garmin's G1000 avionics suite with enhanced features developed jointly with Embraer. The level of technological standards for the avionics, systems automa¬tion and integration aboard the Phenom 100 is well above that of traditional General Aviation, offering pilots maximum situational awareness for a low workload. The high degree of automation enables the seamless integration of the Phenom 100 with Air Traffic Control systems, and does not require any special procedures by air traffic controllers.
Although certified for single pilot operation, Embraer's fleet customers plan to operate the Phenom 100 with two pilots. Pilots will be hired from the airline industry with experience in European air space. Fleet customers will typically operate within well-defined re¬gions to ensure operational profitability. These routes are mostly secondary, and many of them are not used by commercial aircraft.
With a top speed of 390 knots and an MM0 of Mach .70, the Phenom 100 can achieve a climb schedule of 250 knots meeting the standards for commercial aviation and enabling nimble departures. Powered by two fuel-efficient Pratt & Whitney Canada PW617F-E engines, its fuel consumption and carbon emission rate is 33 per cent less than older aircraft and 10 per cent less than jets of the previous generation. It exceeds ICA0 Stage IV external noise regulations with a 33 EPNdB margin and complies with the world's most noise-restrictive airports' limitations.
The Phenom 100 also carries the high utilisation and high availability heritage of Embraer's 40 years of experience in designing and building aircraft for the demanding environment of commercial aviation, with over 13 million hours flown by the ERJ regional jet series and another two million by the E-Jets family.

 

 
results of these trials indicate that al¬though VLJs are slower than commercial airlines, the effects on airspace sequenc¬ing are manageable without significant increase to the controller's workload.
According to an article posted by Paolo Sommariva, of the technical standards committee of the Air Taxi Association,
on the association's website in 0ctober 2008: "The critical factor is the touchdown speed, which requires VLJs to slow down much more than other jets. This results
in an extra separation on final approach for, say, a Boeing 737 following an Eclipse. We observed typically an extra 3-4 miles required additional separation. 0n the other hand, a VLJ following an airliner will have increased separation for wake turbu¬lence concerns. This led to some com¬ments suggesting different techniques of installing separate glide paths for VLJs...0n take-off the separation with faster airliners following VLJs could easily be resolved with rate-of-climb restrictions."
According to the US Federal Aviation Administration, early experience with VLJs suggests the average age of VLJ pilots is 47 and that 78 per cent of them have previous experience of flying with glass cockpits. The current generation of VLJs (Cessna Mustang and Eclipse 500) cruise mainly at flight levels be¬tween 10-40,000ft and most between 10-28,000ft.
But, there are still many unknown is¬sues, especially with the numbers and lo¬cation of the new jets. The current order figures suggest that Europe will account for between 20 to 25 per cent of all VLJ deliveries in the short-term (2009-2010), with this percentage remaining fairly static or slowly eroding as the North American and Middle East markets pick up the pace of economic recovery. They may take longer to arrive in Europe than many forecasters have predicted but, credit crunch or no credit crunch, the VLJs are on their way.
 
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本文鏈接地址：EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(24)