The HondaJet Elite, Honda Aircraft’s upgraded light twinjet, entered service in December 2018, three years after the original HondaJet received FAA certification. Work to refine the airplane and add improvements has always been ongoing, and some of the upgrades are part of the Elite model, while others are incremental small changes to the classic model that nonetheless make the HondaJet a better airplane.
There are subtle examples of the latter, such as the exterior LED lights, which have been modified to provide more light to help the pilot during taxi. The checklist roller switch on the yoke is improved and is less prone to accidental checklist item selection or unwanted movement.
But many more significant improvements set the $5.25 million Elite apart from the original HondaJet, including aerodynamic improvements, upgraded avionics, interior features, and airframe changes.
During a demo flight at Honda Aircraft’s headquarters in Greensboro, N.C., AIN editor-in-chief Matt Thurber sampled the Elite improvements.
During the walkaround, demo pilot Nate Muscavage highlighted the improvements, starting outside then into the cabin and flight deck. This Elite is HondaJet serial number 131.
A subtle change is a new mechanism for the nose baggage door handle, now with a new mechanical lock that is easier to close. The nose baggage weight allowance has been increased to 200 pounds, up from 100.
The Elite’s weight-and-balance envelope is expanded, which provides more flexibility in loading. In some cases, it could be difficult to fly with a full load of fuel in the classic HondaJet and remain within the envelope, Muscavage explained. The extra weight allowed in the nose and the expanded envelope eliminates that problem.
The Elite’s maximum takeoff weight grew by 100 pounds to 10,780 pounds, but the total benefit is more than 200 pounds because Honda Aircraft engineers cut 107 pounds off the empty weight. Another 16 gallons of fuel fits into a redesigned fuselage tank, taking advantage of some unused space in the aft fuselage, boosting NBAA IFR range to 1,437 nm from the classic’s 1,223 nm. The range increase and weight savings were also enabled by removal of vortex generators on the empennage and winglet leading edges and a slightly wider elevator and tighter elevator hinge gaps. Takeoff and landing distances are lower because the larger elevator reduces takeoff and approach speeds by an average of about five knots.
The biggest improvement on the external airframe is the new lighted push switch next to the redesigned fuel filler neck. The fueler simply pushes the switch before starting the flow of fuel and when the fuel starts to fill the aft tank, the switch lights up to warn the fueler to reduce the flow of fuel. If left at full blast, the fuel backs up the filler and spills, but it’s hard to know when to slow down the flow without the switch lighting up to warn the fueler.
Although the over-the-wing-mounted engines contribute to low noise levels, the GE Honda Aero HF120 engines are even quieter in the Elite, thanks to a patent-pending perforated aluminum-honeycomb sandwich engine inlet engineered to cut fan blade passage noise. The engine inlet close to the fan features thousands of holes positioned to mitigate the high-frequency vibrations from fan passage.
Flight Deck Improvements
While the lower noise and increased performance are welcome, Elite pilots will probably notice the avionics improvements the most. This includes NXi-like features in the HondaJet’s Garmin G3000 avionics as well as full performance and graphical weight-and-balance calculations. The autopilot adds more stability and protection features with roll and angle-of-attack functions and coupled go-arounds with underspeed protection. The latter, for example, lowers the nose automatically in case of too-slow speed, including when the stick shaker activates.
The G3000 displays have faster processors and higher resolution, and it’s now easier to read the fine print on approach charts without having to zoom in. The HSI map overlay allows display of information that normally resides on the multifunction display (MFD) such as terrain, weather (including SiriusXM, ADS-B In FIS-B, and radar), Garmin SafeTaxi airport diagrams, and traffic. New functionality is available for performance calculations such as runway required, V-speeds, climb/approach gradient, and more. The avionics also are equipped with the Flight Stream 510 wireless gateway, which allows database uploads via the Garmin Pilot app and sharing flight plans and flight information with Garmin Pilot, FltPlan Go, and ForeFlight.
Muscavage likes another new feature, the ability to calculate an accurate fuel-over-destination number while still on the ground instead of waiting until reaching cruise altitude. Another new Elite feature is a takeoff configuration CAS message if flaps and trim aren’t correctly set.
In the cabin, the Elite offers a new galley option with a coffee maker, ice bins, and lots of storage. The galley replaces one seat, but the lavatory now has a belted seat option, so seats for seven occupants (one pilot, six passengers) are still available.
The upholstery and carpeting are improved, and three new carpet designs are available, along with new interior and exterior colors. The optional Bongiovi Aviation speakerless in-cabin sound system delivers much better audio performance than regular speakers. Electric pleated window shares are standard, with electronic dimming windows optional. Honda Aircraft offers the Gogo Business Aviation air-to-ground airborne connectivity system as an option.
Many of the Elite features are available for owners of the original HondaJet, including the aerodynamic and performance improvements such as the 100-pound mtow and useful load increase, lower takeoff field length, and G3000 software upgrades. The modification, called the Advanced Performance Modification Group package, costs $250,000.
Demo Flight
For this flight, our takeoff weight was 9,792 pounds, a bit less than 1,000 pounds below mtow. Takeoff was on Greensboro’s Runway 23L. Muscavage has logged about 500 hours in the HondaJet, and he said that a key difference he has noticed in the Elite is that—in addition to lighter pitch feel during rotation—after takeoff, nose-down trim is not needed as is the case with the classic HondaJet. “Before, it required a lot of forward trim after liftoff,” he said. “Now the trim is exactly right.”
A new magenta bug on the airspeed tape shows the correct speed for the configuration or climb/descent schedule, as programmed in the avionics. VNAV climb is also new, which is helpful for procedures such as the Teterboro (NJ) Dalton 2 departure, where pilots must maintain at or below a specified altitude after takeoff to avoid traffic inbound to Newark. VNAV descents have also been improved, with the best descent calculated based on altitude restrictions.
We climbed under max continuous power to FL310. At FL300, climb rate was nearly 3,000 fpm.
At FL310, we had to pull the power back a little to keep from overspeeding. Muscavage set the cruise speed control, which adjusts N1 to maintain a set speed, a convenient feature for a jet without autothrottles. At ISA -6 deg C, true airspeed settled at 418 knots and fuel flow 540 pph per engine. At the maximum altitude FL430, fuel flow would be 300 pph, he said.
The cruise speed control is helpful in the terminal area, for example, on the ILS 5R approach to Greensboro, Muscavage slowed to 170 knots then set the speed control to hold that. Moving the thrust levers turns the speed control off.
We tested the misconfigure system by leaving the flaps set to takeoff/approach with the landing gear down on the ILS approach and saw the CAS message. Properly configured and at minimums, Muscavage demonstrated the new coupled go-around by pushing the TO/GA button and cleaning up the airplane as the autopilot smoothly started flying the missed-approach procedure. We entered a right downwind and returned for landing on Runway 5R.
HondaJet Prospects
Honda Aircraft president and CEO Michimasa Fujino is not just trying to build business jets but believes that helping potential customers—especially in countries where light jets are rarely used—learn about business aviation and how it can facilitate their travels is an important aspect of the company’s future. He calls this Honda Aircraft’s “global business strategy.”
Last year saw the 100th HondaJet delivered, with 37 delivered in 2018, the most very light jets for the year (excluding Cirrus’s single-engine Vision Jet). Fractional share company Jet It took delivery of its first HondaJet in December, offering a unique program where buyers can either have their jet professionally flown or if they qualify and receive the necessary training, fly it themselves. In Japan, the HondaJet received certification from the Japan Civil Aviation Bureau, and the first HondaJet in Japan was delivered before the end of the year. Honda Aircraft has orders for 10 HondaJets in Japan.
There are only about 30 non-government business jets in Japan and, Fujino said, “Few people know about business jets. I think introducing the light jet in Japan will help.” The country’s 80 airports are underutilized. “We’re trying to change the culture and perception of general aviation in Japan. Once they know how a business jet can be used to be more productive, maybe we can increase the size of the [business aviation] pie.”
Fujino sees plenty of potential for light jets in China and other countries where business jet usage is relatively rare. People are very familiar with the Honda brand on the automotive side, and this will encourage them to learn more about the potential of business jets like the HondaJet, he believes. One way to introduce potential users to the HondaJet is through airline flights on ANA, which formed a strategic partnership with Honda Aircraft to help expand business aircraft use around the world. ANA Holdings does this by offering passengers the opportunity to complete a trip on a HondaJet after reaching their initial destination via the airline, and it is partnering with local charter operators to accomplish this.
“This is not only good for Honda,” Fujino said, “but good for the aviation industry. We want not just to take market share but to expand the market.”
