With its major operational objectives achieved, Raytheon Aircraft is on the fast track toward certification of its new entry-level jet. Three Premier I aircraft are now flying, and a fourth--dedicated to function and reliability testing--is in final assembly. Six more composite fuselages and several wings are in various stages of final assembly, and the current schedule calls for delivery of four--or perhaps five--aircraft this year. The company is racing toward its goal of certifying the aircraft before New Year's.

Two prototypes have confirmed that the airplane will meet its performance guarantees. Even weight, always a challenge with a new aircraft development program, is tracking on or close to the set parameters, and a 149-pound contingency is still "in the bank." A final weighing of the third test aircraft in September came in 75 pounds under spec.

Still, weight is tight. The basic empty weight of the aircraft is 7,659 pounds. Add a pilot and full fuel (3,648 pounds) and you get to 11,507 pounds, leaving just a bit under 1,000 pounds for passengers and options. Currently, the popular options selected by more than half the customers are running at some 83 pounds, and include TCAS, GPWS, lightning detector and a second PFD for the copilot. Take out that weight, and you'll still have room for four passengers plus full fuel. More than four, and you'll start trading fuel--and range--for people.

The Premier I, priced at approximately $4.3 million, is designed and billed to be the ultimate entry-level jet, offering faster cruise speed, more altitude performance and longer range than anything else in the market. Ease of operation for the owner-operator stepping up from turboprops, particularly King Airs, has been a major focus of the program, and it's clear that Raytheon had its pilot customers in mind from the start. That focus has paid off. The company's order book now exceeds 200 airplanes. Production is to be ramped up to five per month sometime in 2000.

B/CA had a chance to make a first flight in the aircraft in mid-September. We flew RB-1, the performance and handling test bed, on a 1.4-hour local flight. Overall, the Premier is very thoughtfully designed, simple and logical to operate, and pretty easy to fly. The aircraft is powered by a pair of digitally-controlled Williams-Rolls FJ44-2s.

Performance and simplicity are the hallmarks of the aircraft. Performance will be class leading, and Raytheon says it will meet speed guarantees within plus or minus 3%. Speed is now pegged at 455 knots TAS versus 461 knots originally estimated; range is 1,460 nmi with NBAA IFR reserves, against a projected 1,500 nmi, and takeoff field length is under 3,000 feet on a standard day. Simplicity comes from use of technology--electronic control units on the powerplants, for instance--as well as from the integrated product team process that allowed pilots and maintenance personnel to help shape the final product. Cockpit layout, systems operation, and checklist flow all make procedures simple.

While the aircraft we flew had test equipment in place of cabin furnishings, the cockpit area was very near to production configuration, save for a few gauges and test panels. The pilot seat adjusts both up and down and fore and aft. Forward visibility is good, and head and shoulder room are excellent.

Controls fall easily at hand, and are very well laid out. The Premier I will be the first aircraft with the new Collins ProLine 21 avionics system. The standard package includes two eight-by-10-inch flat-panel color LCDs. A second PFD for the copilot is optional and costs about $100,000.

By Perry Bradley