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The PREMIER 1A is a pioneer as the first "business jet" to use carbon graphite epoxy as primary structure. The Premier fuselage is made from carbon fiber while the wing is constructed of conventional aluminum alloys.
The Premier 1A private jet start’s at $1,500 per hour and up. The Premier 1a. https://centraljetcharter.com/premier-1a.html
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"The PREMIER 1A" unlike some other light jets, you can sit upright without your shoulder, or your head, being squeezed inboard by the curve of the fuselage.
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"The PREMIER 1A" overhead Beech created a smooth headliner without the protrusions of the original. The environmental duct work that took up cabin space has been redesigned and offers improved temperature control, and soft light washes down the sidewalls from the new headliner.
Perhaps even gaudy, the IA cabin is subtle and elegant, with obviously only top grade leathers, wood veneer and carpet. "The PREMIER 1A"
Overhead Beech created a smooth headliner without the protrusions of the original. The environmental duct work that took up cabin space has been redesigned and offers improved temperature control, and soft light washes down the sidewalls from the new headliner.
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It is the wing, the wing to fuselage fairing, and the shaping of the aft fuselage that controls drag and gives the Premier its Mach .80 maximum speed and 425 mph high-speed cruise.
As with most modern business jet designs, the Premier fuselage sits atop the wing so the spar does not intrude on the cabin.
This is great for cabin room, but is a challenge to the aerodynamicist to create a fairing that joins the fuselage to the wing with the lowest drag.
Because the Premier fuselage is so big around compared to its length, the wing-to-fuselage fairing needs to occupy most of the available fuselage length.
Many have commented that the fuselage fairing gives the Premier a "pregnant guppy look," but its design is very state of the art.
All modern jet designs have a similar fairing, but it doesn't stand out as much as on the Premier because there is so much fuselage ahead of and behind the fairing.
The shape of the Premier fairing never bothered me because I understand its objectives and even appreciate the skill the designers applied, but not all pilots agree.
In another improvement to the IA, Beech paint designers have created schemes that minimize the appearance of the fairing and, along with people growing more accustomed to the shape, should help the Premier look more conventional.
The aft fuselage of the Premier is another example of drag control shape that appears extreme because of the short but wide fuselage.
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Ahead of and inboard of the engine nacelles there are very deep hollows that are called "area ruling."
The area rule was developed early in jet design and, in general, states that total area of a body is more important than the shape when it comes to creating drag.
In the case of a jet with engines mounted on the fuselage as in the Premier, the presence of the engines increases the area of the aft fuselage.
To minimize the drag created by the extra area of the engines, Beech scooped big hollow areas out of the aft fuselage so the total area remains as constant as possible.
Many jets apply the area rule near the engines, but the shape is more dramatic in the Premier because of its wide fuselage.
The brakes on the Premier have always been effective, and the airplane can land and stop in 3,170 feet of runway.
The Premier was the first airplane to use Collins Pro Line 21 avionics with the big 8-by-10-inch flat panel displays, and the system has worked well.
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The Premier cockpit is, like the cabin, roomy for a light jet with excellent visibility. The cockpit design is clean, modern and free of clutter.
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"Private Jet Charter, in a PREMIER 1A"
It takes time to work the bugs out of most all-new airplane designs, and the Beechcraft Premier is no exception.
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The Premier's design goals of being the fastest light jet with the largest cabin cross section were accomplished when it entered service in 2001, but it is now, with the Premier IA version, that the Premier is hitting its stride as a mature design.
The Premier is a pioneer as the first business jet to use carbon graphite epoxy as primary structure.
The carbon fiber fuselage probably saves some weight, but more importantly, it allows for a larger interior cross-section size for a given external dimension because the composite structure is thinner than a conventional metal fuselage. Boeing is using a similar scheme in its new 787 Dreamliner.
The Premier cabin is 5 feet 5 inches high, which provides a half a foot more headroom than other light jets.
The extra diameter of the circular cabin translates into an even greater advantage in cabin width, particularly at the floor level. The cabin cross section of the Premier is actually closer to that of a conventional midsize than to the competitive light jets.
However, the size advantage of the Premier was ill used in the original cabin design. Routing of air ducts, wires, controls and other necessary items was not optimized, so they claimed usable cabin space.
The headliner with its lighting panels did not maximize the headroom the fuselage structure offered.
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And the window reveals that surrounded the very large cabin windows were sort of a retro automotive-inspired design that made the cabin smaller, both visually and in reality.
The newly designed interior in the Premier IA now takes full advantage of the potential offered by the carbon fiber fuselage.
What Beech did is copy the best of the interior design in its other airplanes and in the competition. The sidewalls are now smooth, one-piece elements that provide maximum shoulder room when seated.
Unlike some other light jets, you can sit upright without your shoulder, or your head, being squeezed inboard by the curve of the fuselage.
The window openings are maximized for visibility and to enhance the spacious feeling of the cabin.
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In fact, if you hadn’t guessed from the airplane’s generous cross section, the Premier’s cabin is by far the largest in its class, essentially a tube measuring 5.5 feet in diameter.
The Beech won't stand still with the Premier IA and that more good things are to come in the future as this solid design matures.
But with the IA version the jet is delivering what the company promised, its fit and finish are top notch, and Beech has expanded the warranty out to five years to match the coverage of its larger jets.
Highest speed, biggest cabin cross section and longest warranty are reason enough to consider the Premier IA, but the many changes that have solved its teething problems are equally important. It's now a grown-up airplane.
The Premier was introduced in 2001 as a competitor for Cessna’s very successful Citation CJ series (at the time, the CJ1 and CJ2 models; since then, joined by the CJ3).
From the beginning, Beech’s concept was to create the most comfortable single-pilot-certified airplane in its class.
The PREMIER 1A cabin is 5 feet 5 inches high, which provides a half a foot more headroom than other light jets. The extra diameter of the circular cabin translates into an even greater advantage in cabin width, particularly at the floor level. The cabin cross section of the Premier is actually closer to that of a conventional midsize than to the competitive light jets.
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Though the Starship wasn’t successful, it did allow Beech to explore new avenues of composite construction and to certify an airplane unlike anything built before.
Composite technology has been used extensively in military and commercial airline aircraft for the last two decades. The Hawker Beechcraft Premier 1A incorporates many of the technologies from that project.
Central Jet Charter Inc., can be reached at (617) 794-9000 or at pa@centraljetcharter.com or at 2033 Valentine Avenue, Suite 50B, New York City, New York 10457 U.S.A. or at "https://centraljetcharter.com".
We have a sister company and they also do private jet charter and can be reached at: "https://centralflightcharter.com"
We can do your Helicopter Charter. If you need a Private Helicopter Charter Flight you can reach us at: "https://helicopteraircharter.com"
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