Very Light Jet Magazine

The VLJ manufacturers have already stated that they will insist that anyone wishing to acquire one of their products must complete a structured course on the aeroplane and be tested to an acceptable level of competence before the aeroplane will be released. Of concern is the second hand market that will ultimately appear for VLJs and how the competency of pilots will be assured before they fly these aircraft; this is an area where BBGA believe a pro-active Trade Association can help.

For some pilots graduating from light piston engined aeroplanes there will be a tremendous difference in operating a VLJ. The complexity of all the avionic equipment will demand considerable knowledge and concentration that even experienced pilots are now finding a handful. Added to this will be the higher performance in speed, rates of climb and descent. Single pilot operations in dense controlled airspace could become very demanding and less experienced pilots could find difficulties in coping. There could be a case for restricting certain classes of airspace to two pilot operations; this has already been done at London City Airport.

Maintaining competency on VLJs could become a major problem for private pilots, as it is essential that they are up-to-speed on all facets of the operations within the congested European airspace.

JAR-OPS 1 requires all commercial air transport (CAT) operations in turbo-jet aeroplanes at night or under instrument flight rules (IFR) to have two pilots and it is felt that passengers would only be content if this was the case. As VLJs will be certificated as single pilot aeroplanes it is expected that some will lobby to have this requirement amended; it is felt that a very strong safety case, would have to be made before there are any changes in this requirement. For corporate operations the company may well dictate that all flights carrying company passengers will be crewed by two type rated pilots. Currently there are PPL pilot/owners who fly business jets and always have another rated pilot, this is a wise safety precaution and may well become the norm.

There are many insurance companies that will only insure turbo-jet aeroplanes when flown with two rated pilots but it is known that others will accept single pilot operations but with a higher premium. This may well be the incentive to always fly with two type rated pilots. Meanwhile the insurance industry will need a "steer" on where to set its premiums in the light of training and operating of VLJs.

The point has been made that when flying VLJs with two pilots, both must be type rated. Taking an inexperienced pilot as a second pilot to meet any regulatory requirements would only increase the workload of the pilot as he would have monitor all actions by the second pilot as well as dealing with his own duties; therefore it is essential that if two pilot operations are required both pilots must be type rated.

The avionic equipment that is being installed in VLJs will enable them to operate in all classes of airspace and many of the aeroplanes will be capable of flying at all levels used by CAT and similar air traffic. As the numbers of VLJs increase, airspace managers may pressure to restrict their operations and this could be detrimental to business aviation as a whole. To do this would require a considerable change in legislation as it would impinge on rights of operators to use all the airspace subject to meeting all the requirements.

BBGA encourages all forms of business aviation and welcomes the introduction of VLJs into this sector of the aviation industry. It seeks to ensure that anyone wishing to operate VLJs, whether as CAT, corporate or privately, can do so without difficulty or hindrance and so enhance the growing reputation of, and need for, business aviation. It is important that VLJs enter service with the minimum of constraints and at the same time ensure that present safety levels are maintained and even increased.

Captain John B Robinson is the Operations Consultant to the British Business and General Aviation Association. Until retirement he was the Director of Flight Operations and Chief Pilot of Magec Aviation / McAlpine Aviation based at London Luton Airport.