Very Light Jets (Part 2)

In part one (see June COPA Flight), we looked at the rapid growth of this industry segment and attributed this to advances in smaller, fuel-efficient turbofan engines and advanced avionics which will enhance safety and efficiency in single pilot operations (S/P). Truth to tell, I didn’t mention this later aspect in the initial article, but on further ruminating felt it should be added.

I omitted a true Canadian definition of these new offerings as I am not aware of one; however, the American NBAA Training Guidelines for Single Pilot Operations of Very Light Jets and Technically Advanced Aircraft defines these aircraft quite well.

Specifically they are "jet aircraft weighing 10,000 pounds or less maximum certificated takeoff weight and certificated for single pilot operations. These aircraft will possess at least some of the following features: (1) advanced cockpit automation, such as moving map GPS and multi-function displays; (2) automated engine and systems management; and (3) integrated autoflight, autopilot and flight guidance systems."

An indication of the desirability of these new offerings can be sampled in Adam Aircraft’s recent announcement the sale of 50 of their VLJ’s overseas.

It is quite likely there will be other companies with large block sales as these offerings fill a market segment that has been absent in the past – with the exception of a few ex military jets and the limitations inherent with their operation.

When you consider the broad application of these aircraft for personal use, small business jets, charter operations, research applications and introductory trainers for high altitude jet operations one sees a very broad and deep marketplace.

There are some less obvious benefits to VLJ’s over the high performance piston powered planes they eclipse. Jets are much quieter in part due to their double walled pressured cabins and also the lack of propeller noise or engine exhaust (assuming rear mounted engine(s)).

Their state of the art turbines are also far more reliable than large volume, high compression, potentially geared and turbocharged gas engines and this is certainly an added safety factor. In some respects they will be easier to fly for the single pilot because jets are much easier to fly in terms of stick, rudder and throttle considerations.

A common expression with jets relating to the throttle is push forward to go fast, pull back to stop – the implication being there is little to deal with in terms of engine management. Gone is carburetor heat, propeller pitch, mixture control, primer and in some cases choke.

Moreover, with entry level prices exceeding a million dollars, virtually all VLJ’s will boast advanced avionics that will bring more data readily to hand for pilot decision making. Furthermore, autopilots will help reduce the workload as new pilots strive to mentally keep up with their fast planes in an attempt to keep ahead of their jet – an absolutely mandatory concept in high-speed flight!

There could be price/cost benefits as many VLJ’s will have acquisition costs equivalent to large piston and turbine twins and single engine turboprops and in some cases may even provide lower direct operating costs in the order of a dollar a mile.

Modern efficient fanjet engines such as the Williams FJ33 and PW 610/615F have brought about a quantum leap in capability with lightweight small thrust engines that have allowed the design of numerous VLJ’s to eclipse some of the turbo props performance and efficiency.

VLJ’s will typically be able to land at many of the airports airlines can’t use – for one reason or another (i.e. runway length, runway weight bearing restrictions, fire suppression services, security limitations etc.). This will greatly expand the capability of owners/passengers quickly accessing areas and towns that were difficult to reach previously.

In a world where time is ever increasingly valuable, reducing travel times by the order of 300-500 per cent will be invaluable to many. The fact that the "door to door" 500 mile trip in an airliner averages 75 mph, one can see the benefits of personal transportation in a VLJ when one can leave from the closest small airport that would be inadequate for airliner use and land at a similar airport closer to one’s destination.

Even trips between major centers such as Montreal and Toronto can have significant time saving benefits for the owner. For example a departure from St. Hubert Airport, a short drive from downtown Montreal to Toronto Island airport (unfortunately jets are banned from Toronto City Centre Airport), a short walk or drive to Toronto’s downtown business center can shave hours off the commute – each way! Additionally, the use of the smaller airports would preclude the high landing fees that are common at airports such as Toronto’s Pearson airport.

As you impressively rocket your new VLJ freedom machine off the runway you are entering a new realm in terms of flying skills and regulations. While power management is rather easy in a jet, everything else gets more complex.

If you are reading "Americanski" data on VLJ’s, it’s time to give your head a shake since there are many different regulatory considerations in Canada. The IFR mandatory airspace in the USA begins at 18,000 feet whereas Canada’s requirement to file IFR begins as low as 9,500 feet east of Calgary and 12,500 to the west.

So, if you were planning to charge around VFR in the low teens in your new bird, think again. Not only would it generally be illegal, it would be a bad idea for mixing your cruising speed with piston traffic. Moreover fuel consumption would be higher, true airspeed lower - thereby minimizing the mpg efficiency.

Additionally, you will be joining the Canadian Business Aircraft Association (CBAA), paying its mandatory fees and meeting its guidelines for turbine aircraft because Transport turned that program over to the CBAA.

They do a fine job administering their brethren, but you will join them! Their POC program dictates certain proficiency and training requirement to ensure high standards and a need to meet Safety Management Standards (SMS) and Operational Manual principles.

Nav Canada has a treat for you too as they anticipated your purchase and have created some new fees for you to pay. Even the lower end PLJ’s will be treated more like a commercial operation since this not for profit organization faces increased operating costs and will pass them all on to Canadian aviation.

So, now you are like a business jet pilot – and maybe you are. Your life will generally include a Standard Instrument Departure (SID), orderly climb to altitude and cruising at or under the flight levels our commercial carriers are using. Generally, you will follow your flight planned track towards destination under the guidance of Nav Canada controllers and then execute a Standard Arrival procedure (STAR) for landing – at the major airports.

For arrival and departure at smaller airports there will be other IFR procedures to execute – perhaps with VFR departures to join the IFR environment after departure and visual arrivals in good weather at your destination.

It is also my guess airport authorities (where they exist) will likely get in line with new fees to "tax" your operations – after all, in their opinion, you are rich because you fly around in a jet. For the smaller airports, this "fee for service" may be assessed via surcharges in the fuel price.

The introduction of thousands of new VLJ’s into "our" airspace will anger and inconvenience many. While VLJ’s may be rather quiet compared to older jets and large airliners, the fact they can operate out of small, often downtown airports will create noise pollution for sensitive locals and potentially a political groundswell of objections – and perhaps future limitations and restrictions.

Airlines and airline pilots will often oppose VLJ’s operations because they will see additional holds in the air and on the ground for VLJ movements and issues with Nav Canada, which is already significantly short staffed in some locations to be able to handle both the airline and VLJ traffic.

Heavy metal drivers are afraid you will enter "their" already congested airspace and that you will not be trained to their standards – thereby creating increased risk for them and their passengers.