The Premier 1A is the upgrade from the Premier I, and it is a very light jet.

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, Private Jet 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.


Highest speed, biggest cabin cross section and longest warranty are reason enough to consider the Premier IA.


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