JUST THREE short years ago, the Very Light Jet (VLJ) was creating great excitement. Considerable expectations were afoot, a new type seemed to be launched every month, anticipated production was talked of in the hundreds, even thousands, and in the spirit of the times it was being suggested that the skies would darken with VLJs by 2010.
The Eclipse 500
Well 2010 is here, the skies remain relatively clear, the only certain thing is that much of the hype and promise that seemed so infectious just a little while ago has gone. Economic reality has caught up with many of the aspirants who discovered the problems of cash flow and the complexities of productionising a basic idea. The rapid onset of the international credit crunch was another grim reaper, characterised by the collapse of Eclipse Aviation and the departure of DayJet, Services, which described itself as the world’s first “per-seat, on-demand jet service.” It ceased operations in September 2008, less than a year after launching service among five cities in Florida.
Unfortunately, DayJet was the largest customer for the Eclipse 500 and at the time of its demise had taken delivery of just 28 jets. It had planned to be operating more than 300 Eclipse 500s within its first two years and said it had ordered more than 1 000. Small wonder that Eclipse Aviation also faced economic problems and has now morphed into Eclipse Aerospace, though still keeping the Eclipse 500 as a going concern.
Europe is equally exposed to economic reality. JetBird, a company founded in 2006 by Irish investment group, Claret Capital, has delayed the launch of its airtaxi network, due to a need to raise fresh capital to launch operations using Embraer Phenom 100s. Last year, JetBird indicated it had funding in place to acquire the first 25 of 59 Phenom 100s that it has on firm order. These are difficult times and things cannot be rushed. Even the name – VLJ – seems to have been overtaken by events and the type is now more generally referred to as “entry level jets”. Apparently the original term is no longer well received by banks and insurance companies. Even the use of “Private” in regard to jets is now a dirty word, since the arrival of auto company chiefs, in the US, in large, private jets, with a begging bowl to the national purse.
Yet, not all of the excitement has been lost and an appreciation of the current state of the market can be gained by recalling a recent conference, dedicated to VLJs, held at London Oxford Airport.
Overall, the mood was positive and the demise of the original VLJ OEM, Eclipse and maiden VLJ operator Dayjet, were deemed lessons to learn from, while consolidation, global economic downturn and a touch of realism now dominate the sector. With hope that economic growth is now being predicted, the general consensus was that it is the right time to start preparing infrastructure and planning diversification.
There were suggestions that education and information were still lacking at many levels. Attracting and acquiring customers is expensive and it is vital that operators maximise technology, online booking services and use social networking VLJ sites to support the education of the market. There was even a suggestion that British Airways was interested in the VLJ market. Certainly little has been said in public, but it should be recalled that Lufthansa Private Jet is now being established as a major charter operator, in Europe, offering its own fleet of three different-sized aircraft types.
The Cessna Mustang
Certainly there is scepticism of the air taxi market model in some sections of the industry. Patrick Margetson Rushmore, CEO of London Executive Aviation, is on record as adding a touch of realism to the current debate. Having been a charter operator for 15 years and a Mustang operator for two, Margetson Rushmore has argued for a hybrid approach to the business, enabling a combination of owner/ manager and charter usage as the way forward.
“The industry expectation several years ago that VLJs would bring low cost business aviation has not happened,” Patrick said. “The reality is that while operating VLJs costs less than operating larger business jets, it is by no means cheap.”
INTEGRATION
Since the introduction of the VLJ, there has been debate and some concern over their integration into the air traffic system. In Europe, EUROCONTROL has been preparing with the setting up of a VLJ Integration Platform (VIP). Alex Hendriks, Deputy Director, Network Developments, EUROCONTROL has been particularly supportive of the innovation. He has emphasised that the purpose of VIP is to ensure a safe and efficient integration of VLJs in the European ATM environment.
Current areas of discussion include operations technical (Nav, ACAS) and pilot training. Trials have indicated that in terms of controller workload, VLJs will be manageable. But there has been a big enough impact on controller performance to have an impact in potentially reducing capacity, dependent upon the complexities of the airspace. Safety has always been a major concern, relating to controller situational awareness and monitoring. In terminal areas a problem has been the slower final approach and touchdown speeds of VLJs. Solutions will inevitably include the issuance of applicable guidance material, enhanced ATC and aircrew training and an awareness programme for ANSPs, regulators and operators. Meanwhile, the smaller jet market innovators still remain optimistic. Bob Bornhofen, founder of Excel Jet, told World Airnews: “We are going to stay experimental for a while and are currently working with several clients on multiple purchase orders for experimental aircraft and hope to announce distributors outside the US. Our price is still $1- to $1,2- million, as compared with almost $2- million from Diamond and Cirrus and they probably won’t deliver for at least three or more years.”
Somewhat enigmatically he added: “We will be having some major announcements in about 45 days”. This was said in mid-December 2009, so it would suggest the announcement is imminent. Perhaps this is now symptomatic of the whole industry – watch this space. Notably this year’s VLJ conference at London Oxford Airport has now been announced as Light Jets Europe 2010. It would also include the larger types such as the Embraer Phenom 300 and the Grob Spn, if the latter programme is restarted.
VLJ DIRECTORY PART 1: TWIN ENGINE
ADAM AIRCRAFT
Anacortes, Washington.
A700 – When launched, the A700 offered seven seats (2 crew + 5 passengers) and what was claimed to be the largest cabin in its class. It offered also an aft partition for the private lavatory located under a limo-style seat.
In January 2009, the company announced that it was seeking a new strategic partner in order to expand into new areas of work. The new focus was to be on sub-contract engineering and manufacturing for the aerospace and automotive industry, specialising in projects that could make use of the company’s expertise in composite design and manufacturing. At the same time, it was emphasised that the company was not abandoning the A700. Company Vice President of Business Development, Steve Patrick, said: “We are building a viable business base for our engineering solutions and services, while retaining the option to relaunch the A700 business jet.” In April 2009, unable to find non-aerospace work for its facilities, new partners and running out of operating capital, AAI Acquisition closed Adam Aircraft and laid off the last of its staff.
However, by mid-2009 the former Adam Aircraft A500 piston twin and A700 very light jet were again under new ownership. Thomas Hsueh, owner of Triton America, and Bayfield Edison, purchased the intellectual property and assets of the two aircraft programmes for an undisclosed amount. Plans for the A700 appear to be dormant at present, with an apparent emphasis now being placed on the A500.
Basic specifications:
Wingspan: 13,4 m;
Length: 12,4 m; Height: 2,93 m; Payload:
329 kg; Cruise speed: 340 kt; Ceiling:
41 000 ft; Range: 1 400 nm; T/o dist: 899
m; Power: 2 x Williams FJ-33.
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