There is something special about the Phenom 100EV. You look at it and know immediately that this is a real jet, yet it is small enough to feel almost personal.

Embraer did not throw away the Phenom 100 concept. It kept improving it. The EV received Pratt & Whitney Canada PW617F1-E engines, a Garmin G3000 based Prodigy Touch flight deck, and better performance in demanding conditions. Each engine produces 1,730 lbf of thrust, with Embraer reporting up to 15% more thrust at hot-and-high airports compared with the earlier version.

That combination is what makes the EV interesting. You get the feeling of flying a proper business jet, with the speed, altitude and cockpit technology to match, without stepping into a much larger aircraft.
There is also a small but important market detail. The Phenom 100EV is no longer the current production version. Embraer has moved on to the Phenom 100EX, which keeps the PW617F1-E engines and the same published 1,178 nm range with four occupants.

For someone looking at a Phenom 100EV for sale today, that makes the EV a particularly interesting used-aircraft proposition.

The Only Phenom 100 Still Built

In an era when manufacturers abandon platforms after a few years, Embraer kept refining the Phenom 100. The 100EV remains in production today, alongside the new 100EX. That continuity matters for parts availability, for resale value, for confidence.

• The hot-and-high capability is more than a brochure number

Embraer reported up to 15% more thrust at hot-and-high airports with the EV's modified engines. If you operate where temperatures and elevation make performance margins important, that is a useful improvement.

• The cockpit is part of the experience.

Prodigy Touch and Garmin G3000 give the Phenom 100EV a modern glass cockpit designed for single-pilot operation. It is one of those details that becomes much more important when you actually sit in the left seat.

• The individual aircraft matters enormously.

A Phenom 100EV with strong maintenance records, good engine status and the right equipment can be a very different proposition from another EV with weaker documentation or no engine coverage.
One July 2026 aircraft listing showed a 2017 Phenom 100EV with 1,159 hours, ESP Gold engine coverage, CAMP maintenance tracking and Garmin G3000 Prodigy avionics.

That is the sort of detail I would want to see before comparing two Phenom 100EV aircraft side by side.

Cessna Citation M2 Gen2 for sale / Range: 1,550 nm under the manufacturer's published conditions with NBAA IFR reserves / Passengers: Up to 7.

The M2 Gen2 is an obvious aircraft to compare with the Phenom 100EV. It also uses Garmin G3000 avionics and is designed for single-pilot operation, while its published range is longer. Cruise speed is 404 ktas, remarkably close to the Phenom's 406 ktas.

The decision starts becoming personal here. If you need the extra range, the Citation deserves attention. If the smaller Phenom fits your normal trips, its compact size becomes part of the attraction.

HondaJet Elite II for sale / Range: 1,547 nm with four occupants and NBAA IFR reserves / Passengers: Up to 7 in the published configuration.

The HondaJet brings a completely different design. Its engines sit above the wings, it reaches 422 ktas and has a published maximum cruise altitude of 43,000 feet.

It is faster and has more published range. The Phenom feels more compact and conventional. Sit in both aircraft and the difference becomes much easier to understand than it is on paper.

Cirrus Vision Jet for sale / Range: 1,275 nm / Passengers: Up to 7.

The Vision Jet is another fascinating option because it approaches the personal jet idea from a completely different direction. Its published maximum cruise speed is 317 ktas, well below the Phenom 100EV, while its single-engine layout and Cirrus operating philosophy appeal to a different type of owner.

For a buyer comparing these aircraft, the question is not simply which one has the biggest number. It is which aircraft you can imagine actually owning and using.

There is a particular kind of owner for whom the Phenom 100EV just clicks.

Two, three or four people. Regular regional travel. Smaller airports. The desire to leave when you want rather than build your day around an airline schedule.

Imagine a 700 or 900 nm trip with four people. That is where the EV starts to feel like a remarkably capable personal jet rather than a compromise aircraft.

Push the mission toward the published 1,178 nm range and the planning becomes more serious. Payload, winds, temperature and reserves start taking a larger role.

For someone who normally travels with a small group, the 406-knot cruise, 41,000-foot ceiling and single-pilot capability create a very attractive combination.

If you routinely need six or seven passengers and long-range capability, I would move up the aircraft ladder. There is only so much you can ask from a very light jet.

The Phenom 100EV is a small jet with a surprisingly big personality.

It gives an owner-pilot a modern Garmin-based cockpit, two PW617F1-E engines, 406-knot cruise, a 41,000-foot ceiling and a published 1,178 nm range with four occupants and NBAA IFR reserves.
There is also something emotional about it. You walk up to a Phenom 100EV and it looks like a private jet. You sit inside, start the engines and suddenly the numbers on the specification sheet have a very different meaning.

For the right mission, that combination of capability, size and ownership experience is hard to dismiss.

Before buying, I would want the exact aircraft's maintenance records, engine program status, total time, avionics configuration and actual mission requirements on the table.

Looking for a Phenom 100EV for Sale?
Give us the mission first:

• How many passengers?
• Which routes?
• How much range do you need?
• What year or configuration do you prefer?
• What are your requirements for engines, maintenance and avionics?
• Where will the aircraft be registered and operated?

We will search the open market and our off-market network and come back with aircraft that fit the requirement.