Position of BBGA

There was considerable interest in Very Light Jet (VLJ), as a class of aeroplanes, when manufacturers first introduced their proposals especially as the forecast prices were much lower than any of the current small business jet aircraft. Initial studies have revealed that the operation of VLJs will be no different to the high performance business aircraft that are flying at present. The intimated production numbers have aroused thoughts on how the extra numbers would be integrated into the ever-increasingly crowded sky within Europe and accommodated on the ground but it is anticipated that there will be no sudden influx. VLJs will add flexibility, convenience and, hopefully, cost savings to the way businessmen travel within Europe.

The Aeroplane

By definition VLJ aeroplanes have maximum total weight authorised (MTWA) of 10,000 lb (4536 kg), are powered by turbo-jet engines and are capable of being flown by a single pilot. They are fully equipped for Instrument Flight Rules (IFR) operations and flight in all known icing conditions. VLJs will be certificated under Certification Standard (CS) 23 and parts of CS 25 or equivalent and be maintained to Part 145 standards.

The performance of VLJs enables them to fly at altitudes up to Flight Level (FL) 450, speeds up to 420 knots True Air Speed (TAS) with ranges up to 1300 nautical miles (nm) and a seating capacity for up to six passengers. The take-off and landing performance of VLJs is projected to be better than that of the present business aeroplanes.

The appendix to this paper lists the required technical equipment for commercial and non-commercial operations.  The avionic suite of some most VLJs includes equipment such as Electronic Flight Instrument System (EFIS), Flight Management System (FMS), Auto-Pilot (AP), Traffic Alert and Collision Avoidance System (TCAS/ACAS), Terrain Awareness and Warning System (TAWS), Mode S Transponder, Weather Radar, 8.33 kHz VHF transceivers as well as VOR, DME and ADF.  However, there is no requirement for VLJ’s to be equipped with weather radar, TCAS or TAWS.  On safety grounds, Original Equipment Manufactuers (OEM) should provide an option to fit these three systems to their products; this could also be a cost effective way of increasing the aircraft’s resale value.

The above specification makes VLJs complex aeroplanes that will require careful training, operating and maintenance but will enable them to operate in all classes of airspace, meet Reduced Vertical Separation Minima (RVSM) and at least Basic Area Navigation (B-RNAV) and probably Precision Area Navigation (P-RNAV) requirements.

Pilot Requirements

The requirements for ratings are given in Joint Aviation Requirements – Flight Crew Licensing (JAR-FCL) and as VLJs are turbo-jet powered aeroplanes their pilots must have a type rating on the type and for operations in IFR, an Instrument Rating (IR). The aeroplanes will be designated as high performance and this may entail additional ground studies especially for Private Pilot Licence (PPL) holders.

For Commercial Air Transport (CAT) operations VLJs will be flown in accordance with the requirements for an Air Operator’s Certificate (AOC) and these require that the minimum flight crew for turbo-jet aeroplanes flying at night or under IFR is two pilots rated on the aeroplane type.

For corporate operations the parent companies may require that flights on company business are flown with two type rated pilots.

Current legislation permits single pilot operation of VLJs when being flown for private purposes. However owners/pilots should be aware of the complexity of these aeroplanes and the environment in which they are to operate. Flight in some of the more intense parts of the European air traffic control system may prove to be more demanding than a single pilot can cope with especially if he/she is not in regular practice. In this case it may be prudent to have a second pilot to share the workload; however this pilot should be type rated and in practice on the aeroplane otherwise his/her presence could be detrimental to the safe operation as the pilot-in-command would have to spend time monitoring the second pilot’s actions.

When it is policy to operate the aeroplane with two pilots then they both must be type rated and have satisfactorily passed a multi-crew co-operation course (MCC).

Insurance

Certain insurance companies will not insure turbo-jet powered aeroplanes unless they are crewed by two type rated pilots. However it is possible to obtain insurance cover for single pilot operations but at a higher premium; this higher premium could be more than the cost of using a second pilot.

Training of Pilots

The complexity of VLJs will demand that pilots undertake manufacturers’ or training organisations’ type conversion courses and prove that they are competent to operate the aeroplane before having their licences endorsed for the type. It is not only the basic aeroplane but also the variety of avionic equipment that will need to be fully understood and how it is to be operated to the maximum effect. VLJ manufacturers have said that proper training facilities will be made available to prospective purchasers and it is in their interests for future sales to ensure that this is done. Problems could arise with the second hand VLJ market when a purchaser may be loath to expend additional money on a manufacturer’s course or equivalent; the licensing authorities will have to be vigilant to this situation. BBGA is in a position to advise prospective purchasers of second hand VLJs on the regulations and procedures for operating these aeroplanes, of the need for specialist training and the way it should be undertaken.

Maintenance of Competency

For CAT operators, pilots will maintain currency and competency under the regulations governing AOC holders. Corporate operators will be able to operate in a similar way and the frequency of flights will ensure that the pilots remain current on type. Private pilots will need to be aware that to operate aeroplanes such as VLJs to the standards needed for safe flight requires constant practice; they will also have to meet the periodic revalidation requirements given in JAR-FCL.

Access to Airspace

To get the maximum benefit from a VLJ, the aeroplane must have complete freedom to operate in all classes of airspace. At present there is no apparent order of priority for access to controlled airspace, but slots do have to be obtained for specific areas of airspace. For certain controlled airspace the air traffic authorities may insist on two pilot operations; this is already being done at London City Airport. With the skies in Europe becoming progressively more crowded, air traffic management may deem it necessary to limit access to specific areas for certain operations by denying or delaying flights. BBGA will be monitoring such actions, as this could be detrimental to business aviation as a whole. There may be occasions when it is more expedient to avoid controlled airspace but this will restrict the operations to the lower flight levels with the consequent reduction in range.

En route charges will be similar to those for other small turbo jet and turbo prop aeroplanes so there will be no significant cost reductions for the VLJs.

Airfields

The operation of VLJs will normally be from airfields with paved runways as   jet engines are prone to ingestion damage and aeroplane performance will be considerably reduced when operating from non-paved ones. The envisaged take-off and landing performance of VLJs will enable them to operate from shorter runways than some other business jet aircraft and so give a greater choice of airfields. This will enable operators/owners to base their aeroplanes close to their residences/businesses and fly to airfields close to the ultimate destinations. They will be able to alleviate the time consuming procedures associated with major airports. They will not be subject to airfield slot times so that they will be able to come and go as they please subject to airway slot times

Landing, handling and parking fees will be reduced by not operating from the larger airports; a considerable cost saving.

Operators will need to be aware of the aeroplanes performance on limiting runways especially in adverse weather conditions. The choice of an airfield without approach aids and procedures could be restricting in times of inclement weather.

At base airfields there will be a requirement for hangarage to shelter the aeroplanes from the weather as the VLJ sophisticated equipment will need to be carefully looked after to maintain its serviceability. Some airfields may have little trouble accommodating VLJs and providing the necessary hangars but local planning authorities and councils might raise objections to jet operations when previously there had only been light piston traffic.

Ideally an airfield should be selected that has a maintenance organisation that meets Part 145 requirements. This will ensure that scheduled and non-scheduled servicing can be undertaken on the spot and without recourse to ferrying to another airfield with maintenance facilities. Consideration will need to be given to the availability of jet fuel and other consumables.

Security

A VLJ will be an attractive item to anyone wanting access to its equipment and the availability of instructional computer DVDs makes it fairly easy for someone with limited knowledge to start, taxi and take-off in it. Whenever the aeroplane is on the ground it must be secured to prevent any unauthorised entry. Responsibility for arranging security must rest with the owner and the airfield management.

Conclusion

VLJs will add flexibility to the range of aeroplanes available for business and private flying and probably at lower operating costs than present small jet aeroplanes. Initially their numbers will not be intrusive on the general increase of air traffic movements but any rapid expansion could cause problems. For many owner pilots the VLJ will be their first experience of operating a high performance aircraft in the congested airspace used by much larger CAT aeroplanes. All pilots will need to be fully trained and to maintain proficiency to operate the aeroplanes and the equipment in order to maximise the potential of VLJs and to sustain the high safety record of business aviation.

John B Robinson | BBGA Operations Consultant
30 September 2006

BBGA Guide to Purchase and Operation

The BBGA Position Paper on Very Light Jets (VLJs) gives the broad view of their introduction to and operation in the business and general aviation world. This paper aims to expand on this and offer advice on the purchase and operation of VLJs especially for those concerns that have not operated turbo-jet powered aeroplanes before.

There are some considerable advantages in owning and operating a VLJ:

• They will be able to fly from airfields close to their businesses and/or residences
• They will be able to fly airfields conveniently situated close to their ultimate destinations
• They will not be subject to airfield slot times so that they will be able to come and go as they please subject to airway slot times
• They will be able to fly when the owner/operator/charterer wants to fly, subject to the airfields being open and weather conditions permitting, and not be subject to scheduled services
• They will be able to avoid the hassle of airports with the checking in, waiting, boarding and disembarking procedures
• They will provide a considerable reduction in travel times and unnecessary overnight stops for businessmen so improving company efficiency
• If under 5,700 kgs MTOW, they may be exempt from the proposed EU Emissions Trading Scheme (from 2012).
• If under 5,700 kgs MTOW, they may be exempt from UK Government Fuel Duty on International Flights (from 2009).
• If under 5,700 kgs MTOW, they may be exempt from UK Government Aviation Duty (from 2009)

The Aeroplane

When researching the purchase of a VLJ consideration should be given to the aim of its use – business, pleasure or a combination of both. Although the aeroplane may be similar for these operations it may need to be equipped with additional equipment to meet regulations for commercial air transport (CAT) purposes. For unrestricted operations in European airspace, whether for CAT or private purposes a VLJ:

• Needs to be Reduced Vertical Separation Minima (RVSM) compliant,
• Have transceivers that will operate on the VHF 8.33 mHz channel spacing,
• Have navigation equipment that meets at least the Basic Area Navigation (B-RNAV) requirements,
• Have Mode S transponders with Enhanced Surveillance capability
• Will have Operational Ground Proximity Warning System (GPWS)

Home Base

Some airfields will be limiting in the way that the VLJs can be operated:

• Local authorities may tolerate small piston engine powered aeroplanes but may object to jet engine powered ones
• There may be stipulated operating hours
• VLJs will require hard standings for parking and these could be difficult to come by
• VLJs will be equipped with sophisticated avionic equipment and the aircraft may require to be hangared to maintain serviceability.
• Technical organisations will need to be available to deal with scheduled and unscheduled maintenance
• The correct type of fuel and other consumables will need to be available
• VLJs will require to be secured on the ground so that unauthorised personnel do not have access to them.
• VLJs will require metalled surfaces from which to operate
• Runway lengths may restrict take off and landing performance in specific wind, temperature and precipitation conditions
• The airfield and runway approach aids could restrict landings in certain weather conditions of low cloud, poor visibility and cross winds

The choice of where the aeroplane is to be based is most important.  The take-off and landing performance scheduled for VLJs will mean that they can probably operate from airfields with shorter runways than other turbo-jet powered aeroplanes; this is one of the selling points. However short runways do have their drawbacks when it comes to flying close to maximum take-off and landing weights especially in wet and icy conditions. The state of repair of the runway needs to be considered as poor surfaces can cause damage to aeroplanes leading to additional repair bills.

If maximum usage is to be made of the VLJ in all weather conditions then adequate airfield approach and landing aids and runway lighting will be required together with flexible operating hours of the air traffic control.

Prime importance will be to accommodating the VLJ. The complexity of the aeroplane’s equipment will demand that it is hangared whenever possible to protect it from inclement weather. Additionally security of the VLJ will be most important as not only will it have expensive equipment on board but also it would not be difficult for a person, even with limited knowledge, to start and take-off in the aeroplane.

It would be advantageous to have a maintenance organisation that is Part 145 compliant available on the airfield as ferrying the aeroplane to another airfield for scheduled and unscheduled engineering would add to the cost of the operation.

The chosen airfield should have adequate and properly stored supplies of jet fuel and oxygen together with other required consumables. So to get the maximum benefit from the VLJ, it’s base will need:

• A runway in good condition that has adequate lighting.
• Airfield approach and landing aids
• Air traffic control with flexible operating hours
• Hangarage for protection against the weather and for security
• Jet fuel and other consumables that can be properly dispensed
• A Part 145 maintenance organisation

The Pilots

VLJs are being certificated as single pilot aeroplanes, but for CAT purposes they will always have two pilots. The aeroplanes, although basically simple to fly, will have complex avionic equipment that places high demands on pilots especially in times of intense activity. Much of European airspace is complex and has high-density air traffic that calls for a thorough knowledge of the procedures. There are areas of less frequented airspace where it is possible to operate with a single pilot but in the main it is advisable to have two type-rated pilots. Some states have restricted certain areas to two pilot operations only (eg London City Airport). The reason for two type-rated pilots is that they both will have undertaken type conversion courses and understand the aeroplane and its systems; just taking an unrated second pilot would place an extra workload on the first pilot who would have to monitor the second pilot’s actions as well as carrying out his own duties. All pilots will need to take a structured course on the aeroplane and its equipment before undertaking a type-rating test that is mandatory for all turbo-jet powered aeroplanes. If the pilot holds only a Private Pilot’s Licence (PPL) then he must have a minimum of 200 hours total flying experience for his/her first high performance aeroplane rating and have studied high performance operations. If it is intended to operate under Instrument Flight Rules (IFR), which for operations in Europe will almost be a necessity, then an Instrument Rating will be required. There are schools established to undertake all these requirements.

In order to maintain competency on high performance aeroplanes, pilots need to be in regular practice. Periodic testing by the authorities should ensure that standards at the time of the test are satisfactory but nevertheless this is not a substitute for the pilot maintaining his/her on competency.

The Cost

After the initial purchase of the VLJ and the cost of training and converting the pilots to the type, the costs can be broken down into Fixed Costs and Variable Costs.

Fixed costs cover:

• Aeroplane insurance
• Liability insurance
• Maintenance programmes
• Pilots’ salaries, if employing them
• Pilots’ periodic training and testing programme
• Hangar accommodation
• Periodic overhauls of engines, airframes and avionic equipment
• Modifications to upgrade equipment to meet regulatory requirements

Variable costs cover:

• Fuel
• Landing fees
• Handling charges
• Navigation fees
• Power-by-the-Hour engine cover
• Crew expenses
• Unscheduled maintenance
• Operational Taxes

Conclusion

The foregoing gives a framework on which figures can be added to calculate the viability of operating a VLJ. Many of these figures can be obtained from the manufacturers, but an independent study should be obtained before making a purchase.

The owning/operating of an aeroplane such as a VLJ has distinct advantages over other forms of travel and its costs can be equated to the time and effort saved, especially on business schedules. Convenience and security are added bonuses that give one of the most relaxed and enjoyable ways of travelling.

John B Robinson | BBGA Operations Consultant
30 September 2006