Embraer Phenom 100EV: A Complete Guide to Specs, Performance, and the People Who Fly It
The Embraer Phenom 100EV is one of the most recognizable entry-level business jets on the ramp today. Positioned as the "Evolution" of Embraer's original Phenom 100, the 100EV combined stronger engines, a touchscreen flight deck, and better hot-and-high performance in a compact, single-pilot-certified airframe. For owners, operators, flight departments, and aviation professionals, it remains a benchmark in the light jet segment.
This guide covers the aircraft's history, full specifications, performance, avionics, cabin, operating considerations, and the workforce behind it, from type-rated captains to the maintenance technicians who keep it flying.
What Is the Phenom 100EV?
The Phenom 100EV is a marketing designation for a specific configuration of the Embraer EMB-500, the type certificated by the FAA under Type Certificate A59CE. According to the FAA Type Certificate Data Sheet, the 100EV is the EMB-500 equipped with Pratt & Whitney Canada PW617F1-E engines, the Garmin G3000 avionics system, and spoiler panels. By comparison, the original Phenom 100 used PW617F-E engines and Garmin G1000 avionics, while the Phenom 100E added multifunction spoilers to the G1000 airframe.
Key milestones in the Phenom 100 family include:
2005: Embraer announced the Phenom 100 program.
July 26, 2007: The prototype made its first flight.
December 12, 2008: The EMB-500 received FAA type certification, and the first Phenom 100 was delivered later that month.
2010–2015: Embraer introduced an enhanced takeoff package (2010), increased payload (2012), new interior options and multifunction spoilers (2013), and standard synthetic vision (2015).
October 31, 2016: The PW617F1-E engine installation was approved.
March 31, 2017: The first Phenom 100EV was delivered.
2023: The Phenom 100EX succeeded the 100EV, adding interior updates and a Runway Overrun Awareness and Alerting System (ROAAS).
North American Phenom production is centered at Embraer's facility in Melbourne, Florida, which the FAA data sheet lists as a licensed manufacturer of the EMB-500. More than 430 Phenom 100-series aircraft have been delivered across all variants.
What Changed From the Phenom 100 and 100E?
The 100EV was a meaningful step forward rather than a cosmetic refresh. Its most important improvements were:
More thrust: The PW617F1-E produces 1,730 lbf per engine (ISA +8°C), compared with roughly 1,695 lbf for the original PW617F-E.
Faster climb: Time to climb to 41,000 feet dropped from about 33 minutes to about 25 minutes.
Better hot-and-high performance: Takeoff distance at 5,000 feet and 25°C improved from about 6,609 feet to 5,663 feet.
Higher speed: High-speed cruise rose to 406 knots true airspeed.
Modern flight deck: The Garmin G1000 was replaced with the Embraer Prodigy Touch flight deck, based on the Garmin G3000.
Higher certified weights: The FAA data sheet lists a maximum takeoff weight of 10,703 pounds for the 100EV configuration.
Phenom 100EV Specifications
The tables below compile manufacturer, FAA, and industry data. Performance figures are manufacturer-published values; actual performance depends on weight, configuration, temperature, altitude, and operator procedures. Always consult the approved Airplane Flight Manual (AFM) for operational use.
General Information
Specification | Phenom 100EV |
Manufacturer | Embraer S.A. (Brazil); assembled in Melbourne, Florida |
Official model designation | EMB-500 (Normal Category, 14 CFR Part 23) |
FAA Type Certificate | A59CE |
Pilot type rating | EMB-500 |
Category | Very light / entry-level light business jet |
Entry into service | 2017 (first delivery March 31, 2017) |
Successor | Phenom 100EX (2023) |
Minimum crew | One pilot (single-pilot certified) or two pilots |
Maximum occupants (certified) | 8 |
Typical passenger seating | 4 to 5 passengers; up to 7 with optional side-facing seat and belted lavatory |
New list price (reported) | Approximately $4.25 million to $4.5 million |
Exterior Dimensions
Specification | Imperial | Metric |
Length | 42 ft 1 in | 12.82 m |
Wingspan | 40 ft 4 in | 12.30 m |
Height | 14 ft 3 in | 4.35 m |
Wing area | 201.9 sq ft | 18.76 m² |
Cabin and Baggage
Specification | Imperial | Metric |
Cabin length | 11 ft | 3.35 m |
Cabin width | 5 ft 1 in | 1.55 m |
Cabin height | 4 ft 11 in | 1.50 m |
Passenger cabin volume | 212 cu ft | 6.0 m³ |
Main (aft) baggage compartment | 53 cu ft / 352 lb | 1.5 m³ / 160 kg |
Total baggage capacity | 70 cu ft / 510 lb | 2.0 m³ / 232 kg |
Cabin altitude at 41,000 ft | 8,000 ft | 2,438 m |
Weights
Specification | Pounds | Kilograms (approx.) |
Maximum ramp weight | 10,747 lb | 4,875 kg |
Maximum takeoff weight (FAA TCDS, 100EV) | 10,703 lb | 4,855 kg |
Maximum takeoff weight (common brochure figure) | 10,582 lb | 4,800 kg |
Maximum landing weight | 9,998 lb | 4,535 kg |
Maximum zero fuel weight | 9,072 lb | 4,115 kg |
Empty weight (typical) | 7,220 lb | 3,275 kg |
Usable fuel | 2,806 lb | 1,273 kg |
Payload with full fuel | 645 lb | 293 kg |
Note: Published MTOW figures vary by configuration and service-bulletin status. The FAA data sheet lists 10,703 pounds for the 100EV, while many brochures and guides list 10,582 pounds.
Performance
Specification | Value | Conditions |
High-speed cruise | 406 KTAS (752 km/h) | Manufacturer data |
Maximum operating Mach (MMO) | Mach 0.70 | Above 28,000 ft |
Maximum operating speed (VMO) | 275 KIAS | Sea level to 28,000 ft |
Range | 1,178 nm (2,182 km) | Long-range cruise, 4 occupants, NBAA IFR reserves, 100 nm alternate |
Maximum operating altitude | 41,000 ft (12,500 m) | — |
Time to climb to FL410 | 25 minutes | — |
Takeoff field length | 3,190 ft (972 m) | MTOW, sea level, ISA |
Hot-and-high takeoff distance | 5,663 ft (1,726 m) | MTOW, 5,000 ft elevation, 25°C |
Landing distance (unfactored) | 2,430 ft (741 m) | 4 occupants, NBAA IFR reserves, 100 nm alternate |
Fuel burn, first hour | About 109 gal/hr | 600 nm trip, 4 occupants, takeoff and climb |
Fuel burn, second hour | About 77 gal/hr | Cruise, same mission profile |
Engines
Specification | Value |
Engines | 2 × Pratt & Whitney Canada PW617F1-E turbofans |
Engine type certificate | E00080EN |
Thrust per engine | 1,730 lbf (7.7 kN) at ISA +8°C |
Takeoff thrust (5 minutes, TCDS) | 1,728 lb |
Automatic thrust reserve (ATR, 10 minutes, TCDS) | 1,891 lb |
Combined thrust | 3,460 lbf |
Engine control | Dual FADEC (Full Authority Digital Engine Control) |
Oil capacity | 4.23 US quarts per engine |
Approved fuels | Jet A, Jet A-1, JP-8 |
Operating Speed Limitations (FAA TCDS)
Limitation | Value |
Maneuvering speed (VA, sea level) | 186 KIAS |
Landing gear operating speed (VLO) | 180 KIAS |
Landing gear extended speed (VLE) | 275 KIAS |
Flaps 10° | 200 KIAS |
Flaps 26° | 160 KIAS |
Flaps 36° | 145 KIAS |
Minimum control speed (VMC, maximum) | 97 KIAS |
Maximum tire ground speed | 139 knots |
Avionics: The Prodigy Touch Flight Deck
The 100EV's biggest cockpit upgrade was the Embraer Prodigy Touch flight deck, based on the Garmin G3000. It features large high-resolution displays controlled through touchscreen controllers, replacing the knob-and-bezel logic of the G1000.
Later hardware and software enhancements, first introduced on the Phenom 300E, brought additional capability to the 100EV, including:
Emergency Descent Mode, which automatically descends the aircraft if the pilot does not interact with the avionics for a set period at high altitude.
Autopilot-coupled go-around.
Graphical weight and balance.
PERF/TOLD, performance and takeoff/landing data calculation.
ADS-B In.
Optional FAA Data Comm (CPDLC), Garmin Flight Charts, and IFR/VFR en route charts.
Common equipment on in-service 100EVs includes weather radar, synthetic vision, TCAS I, ADS-B Out, a radio altimeter, and Garmin SurfaceWatch. All EMB-500 aircraft from serial number 50000005 onward have RVSM-capable air data computers as standard, although each operator must still obtain RVSM approval.
Airframe and Systems Highlights
Beyond the headline numbers, the Phenom 100EV includes several design features that pilots and technicians value:
Brake-by-wire braking system.
Multifunction spoilers that act as speed brakes in flight and assist braking on the ground.
Single-point pressure refueling, simplifying line service.
Externally serviced, flushing lavatory, uncommon in this class.
Large airstair door for easier boarding.
Embraer's "ram's-horn" control yokes, which open up the instrument panel view.
T-tail, low-wing design with retractable tricycle landing gear.
Structural design life of 28,000 flight cycles or 35,000 flight hours for the Phenom 100 platform.
Cabin Experience
The 100EV uses Embraer's OvalLite cabin cross-section, originally developed with BMW DesignworksUSA. At 4 feet 11 inches tall and 5 feet 1 inch wide, it is comfortable for short and medium trips in this class. The standard layout features four club seats, with options for a fifth seat and a belted lavatory. Large windows provide natural light, and 70 cubic feet of total baggage capacity is generous for an entry-level jet.
Who Operates the Phenom 100EV?
The 100EV serves a wide range of missions and operators:
Owner-pilots moving up from turboprops or piston twins, since the aircraft is certified for single-pilot operation.
Part 91 corporate flight departments that need efficient regional travel of around 1,000 nautical miles.
Part 135 charter operators offering light jet service at competitive hourly rates.
Fractional and jet card programs that value its economics and brand recognition.
Government and military users, including the Brazilian Air Force, which designates its Phenom 100EVs as the U-100.
Pilot Requirements and Training
Pilots need an EMB-500 type rating to act as pilot in command of the Phenom 100 series. The Phenom 100 and Phenom 300 require separate FAA type ratings: EMB-500 and EMB-505, respectively. In Europe, EASA uses a single license endorsement, "EMB-500/505," with differences training between the models.
Although the aircraft is certified for single-pilot operation, many insurers, charter operators, and flight departments require two pilots or set strict experience minimums. For Part 135 work, pilots should also expect operator-specific training, checkrides, and recurrent training. Key qualifications employers commonly seek include:
EMB-500 type rating, or willingness to obtain one.
Commercial or ATP certificate with instrument rating.
Total time and multi-engine turbine time that meet insurance minimums.
Single-pilot jet experience for owner-flown or single-pilot operations.
Strong Prodigy Touch/G3000 proficiency.
Maintenance and Workforce Considerations
The Phenom 100EV is designed for efficient maintenance, but it still relies on skilled professionals. Operators typically need:
A&P mechanics with Embraer Phenom and Pratt & Whitney Canada PW600-series experience.
Avionics technicians familiar with Garmin G3000 systems, ADS-B, and data link equipment.
Directors of maintenance and maintenance controllers for Part 135 and fractional fleets.
Line service technicians trained in single-point refueling and light jet handling.
Engine maintenance programs such as Pratt & Whitney Canada's Eagle Service Plan (ESP) are common, and they affect both operating costs and resale value.
The aviation industry continues to face a shortage of qualified pilots and technicians. For Phenom operators, finding type-rated captains and Embraer-experienced technicians can directly affect aircraft availability, safety, and customer service.
Phenom 100EV vs. Phenom 100EX
Feature | Phenom 100EV (2017–2023) | Phenom 100EX (2023–present) |
Engines | PW617F1-E | PW617F1-E |
Avionics | Prodigy Touch (G3000) | Prodigy Touch (G3000) with ROAAS |
Cabin | OvalLite interior | Redesigned "Design DNA" interior with wider seats and aisle, more headroom |
Type rating | EMB-500 | EMB-500 |
Because both aircraft share the EMB-500 type certificate and engines, pilots and technicians with 100EV experience transfer readily to the 100EX.
Find Phenom Jobs on AllAviationJob.com
Are you a pilot, mechanic, or aviation professional looking for your next opportunity on the Phenom platform? Browse current listings on AllAviationJob.com:
Hire Phenom Pilots and Technicians With OSI Recruit
A Phenom 100EV can only fly as reliably as the team behind it. Whether you manage a Part 91 flight department, a Part 135 charter fleet, or a fractional program, OSI Recruit helps you find and place the aviation professionals your operation depends on:
EMB-500 type-rated captains and first officers
A&P mechanics with Embraer and Pratt & Whitney Canada experience
Avionics technicians skilled in Garmin G3000 systems
Directors of maintenance, chief pilots, schedulers, and dispatchers
OSI Recruit focuses exclusively on aviation. We understand type ratings, insurance minimums, regulatory requirements, and the urgency of an aircraft on the ground. Our approach is built on long-term partnerships, safety and compliance, and transparent pricing.
Stop losing flights to open seats. Contact OSI Recruit today to discuss your Phenom staffing needs.
Learn more:
Looking for your next role? Visit our job seekers page, review our interview prep tips, and download our free resume samples.
Explore more aircraft profiles on our aircraft information page and the OSI Recruit blog, including The SyberJet SJ36: A Next-Generation Light Jet and Recruiting A&P Mechanics in a Shortage.
Comments