Very Light Jet AircraftLight jet aircraft
VLJ - Very Light Beam
and prices below those of other corporate aircraft. Microjets, personnel jet, entry-level jet, light jet - whatever they are named, until 2003 many of them were underway. Too many for the success of all, but upbeat in their predictions for this easiest end of the jet biz spec.
The Federal Aviation Administration (FAA) estimates that with the emergence of a new breed of very small microjets (VLJs), 5,000 of these small aircraft will fly by 2017. Once the time comes for the markets to become more profitable, incumbent producers such as Cessna will compete for shares, as will new suppliers such as Honda Motors.
Provided that the problems of aviation can be solved and the cost of modernising aviation does not significantly change the way the markets are structured, the prospects for VLJ are upbeat. When the micro-jet or very light jet (also known as a small jet, minijet or staff jet) was introduced, the aviation industry's aviation model switched to smaller regional airfields.
With a price of only $1 million per aircraft, small aircraft can be more appealing to the commercial aviation industry than currently available similar aircraft with a price of approximately $6 million. Producers of mircrojet aircraft expect these twin-jet, 4-6 cabin aircraft to find a place among a wide range of company and individual ownership as well as an on-demand airport taxiservice.
One of the more interesting recent trends in aeronautical engineering is the emergence of very light aircraft (VLJs), both as a result of technological progress and the applications envisaged for these aircraft. The VLJ has different propulsion and capability levels, works in different air modes at significantly higher speed and makes different requirements of its pilot, which will be very different in the past airworthiness.
The VLJ aircraft sector includes a number of private jet passengers. MS-760 Paris was a training aircraft of the Armée de l'Air (Air Force), manufactured by Morane-Saulnier. MS-760 Paris IR was a four-seater, fast naval communication aircraft and René Gauthierâ?? advance coaches.
1955 a short-lived project with Beech Aircraft to commercialize the Paris Executive Company Jet on the US aircraft scene can best be described as wasted. However, Cessna thought about selling the two-seater T-37 jet coach, which made its maiden voyage in 1955, as a commercial jet, but opted against it.
Cessna' s 1989 market introduction of the CitationJet, as a revival of the lightweight and easy design of the Citation 20 years before, has led to the creation of the Mikrojet madness. With the CitationJet setting the entry-level corporate jet fare - $4 million for today's icing, the RJ1 - it yawned a void between twin pistons and light aircraft.
In 1996, while VisionAire was flying a proof-of-concept aircraft made by Burt Rutan's prestigious Scaled Composites and driven by Pratt & Whitney Canada's trusted XT15D, VisionAire was struggling with engineering and financial issues and finally went the way of many other General Aviation start-ups. The Eclipse 500 from Eclipse Aviation blew up in the General Aviation (GA) community in March 2000 - an aircraft propelled by two Williams International EJ22s at a price below $800,000.
In 2007, eight GAO projections provided a bandwidth of both the number of very light jet aircraft to be supplied (approximately 3,000 to 7,600) and the data by which these figures should be achieved (from 2016 to 2025). Those coefficients used to assess the number of very light jets differed, as did the estimates about them.
According to the projections, among the influencing elements that could influence the number of very light aircraft delivered were the evolution of the aviation taxis business, growing economy, restrictions on output, demand for insurances and education and expected aircraft outages. The majority of the predictions contained five new aircraft types that the manufacturer wanted to put into operation in the next few years:
Whilst advocates believe that the microjet has the power to re-define corporate travelling, others are more cautious about how fast, where and to what degree the industry will evolve. Producers expect these twin-engine aircraft with four to six passenger capacity to be appealing to a wide range of owner -occupiers and carriers. DayJet from Florida has ordered 239 Eclipse 500 Mikrojets and is planning to use them to run what is known as "Per-Seat, On-Demand" Jet Service.
In addition to the aerial taxis commercial paradigm, VLJ producers also see a niche markets for personal property, commercial aircraft fleet and logistic (on-demand freight when the night is not quick enough). Whilst proponents believe that micro jets have the power to re-define how travellers do and how the industry will evolve, others are more cautious.
The FAA forecasts that the TLJs will be added to the 2006 aircraft population ( 100 aircraft), increase by 400 to 500 aircraft annually thereafter and achieve a combined capacity of 4,500 aircraft by 2016. Some sector forecasts, however, suggest that the aircraft sector could already achieve 5,000 aircraft by 2010.
Aviation within the Ministry of Defence (DoD) has the capacity to be re-invented due to the interruptive microjet technologies. Such smaller, more efficiently sized aircraft will be able to offer cost-effective point-to-point journeys to their passengers. This new way of traveling is accompanied by the challenges of meeting customers' needs, large jet network, staff and supporting activity.
The DecisionSupportSystems ( "DSS") solution can help administer these network systems by trying to provide optimised route planning for aircraft, crew and logistics assistance required to successfully run in this new area. For DoD' s Joint Operational Support Airlift Center (JOSAC) aircraft business, some of the same system functions used in commercially operated aircraft such as NetJets can be used to enhance aircraft performance.
The US Air Force adopted a specific communication on 31 January 2006 in which it asked for information to help the US Air Force assess the possible capability and possible deployment of very light jets. Air Force asked appropriate entities or political groups currently engaged in the development of VLJ aircraft to provide information on (a) the capability of their VLJ aircraft and (b) the interest of the entities in assisting the Air Force in carrying out restricted quality assessments of their VLJ aircraft by fully trained Air Force Flight Test Center (AFFTC) test pilots, which should be carried out by the end of 2006.
Those quality assessments, or "qualification assessments", will support the Air Force in the investigation of operations for which this aircraft category may be suitable. It is the intention of the qualification assessments to examine the properties of VLJ aircraft for prospective AF operations and does not necessitate continuous changes or modifications to the aircraft.
It was in the interest of the US Air Force to assess the potential use of the VLJ for certain mission types, for which the VLJ could be suitable, in particular passenger/cargo traffic, navigational trainings, transitional trainings, homeland security, monitoring and targeting. As this is probably not a complete checklist, however, the Air Force called for the designation of further aircraft to be identified which the aircraft manufacturer thought it could carry out.
It may be possible to seek prospective lease or purchase contracts to purchase aircraft for temporary or permanent modification with missions and/or instruments for a more complete assessment. Those more complete assessments would most likely be carried out after the FAA approval of the aircraft to be assessed, so the date would also depend on the certified state.
Enterprises are not restricted to a singular aircraft configurations for this RFI; however, each VLJ aircraft configurations must be uniquely identifiable in a distinct, narrative group. The Very Light Jet is certified for operation by a sole aviator. A lot of different stage of VLJ developments are going on. Relatively low costs of the TLJs in combination with pilot-flown joint possession option may lead relatively unexperienced aircraft operators to switch from a light dual power reciprocating jet to a TLJ with substantially different operating capability.