The Phenom 100 is a very light jet with a cabin the size of a large car.

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PHENOM 100 Information

The "Phenom 100" and Mustang, respectively, were simply new Part 23 models and not an attempt to create any kind of new category.

It’s clear in hindsight their approach was conservative and largely conventional.

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Both airplanes are no-compromise jets that just happen to be at the light end of the spectrum.

And despite a challenging market, both airplanes have enjoyed strong sales over their still short histories. "The Phenom 100 Charter Flights."

While there were the expected growing pains, the effort was a success.

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It signaled clearly Embraer’s commitment to being a major player. And no one questioned the underlying quality of the Phenon 100, despite the teething pain. Owners love the airplane.

Following the 100, Embraer quickly earned certification for its Embraer 300 large-light model.

And a remarkably advanced midsize model, the Legacy 500, is closing in on first flight and a 2013 certification date.

The 500 features fly-by-wire flight controls, industry leading projected performance and an enviably large cabin.

The modus operandi for Embraer had been to compete with established biz jet makers by offering more value — larger cabins, faster speeds and better loads — for less money.

The Legacy, for instance, was marketed as a super-midsize airplane but really competed against large-cabin models while costing millions less.

In reality, the 100 didn’t really compete against Cessna’s new Mustang but against the company’s long established CJ, in the form of the now discontinued CJ1+.

The emerging M2 model, a CJ offshoot (Model 525) but with upgraded avionics and interior, most closely matches the performance, cabin and amenities of the 100.

In addition to its performance, the 100 brought value to the equation through Embraer’s airline heritage.

This entry-level jet has integrated engine indicating and crew alerting system, fadec engines, electronic monitoring and control of all systems through its synoptics system.

It does, of course, feature fully redundant flat-panel avionics, dual-channel digital flight control, dual batteries, maintenance-friendly design and brake-by-wire, all remarkable features for a jet of the Phenom 100’s class.

As advanced as it is, the Phenom 100 was designed to be a single-pilot jet — Embraer’s 450-knot Phenom 300 shares this trait.

But the Phenom 100 has established itself in that same class. The 100 is a single-pilot-friendly airplane.

There are three main reasons for this: the avionics, the engines and the layout.

The first two of which represent recent technology breakthroughs that Embraer has smartly leveraged into single-pilot goodness.

By now everyone is likely aware that the Prodigy cockpit in the 100 is an offshoot of the Garmin G1000 avionics suite.

The Mustang has a G1000-based avionics installation too. Prodigy is a great fit for the 100, and for pilots like me who have some experience flying behind G1000, the transition to the jet world is pretty straightforward.

Prodigy improves upon the basic G1000 functionality by adding checklists, synoptics, and digital flight control.

The bottom line for Prodigy, though, is that it is a remarkably powerful integrated avionics system that gives the pilot a wealth of tools for managing and controlling the flight.