Very Light Jets for Sale

Instead, consider buying a VLJ (Very Light Jet). Light jets generate a demand for composite materials.

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Full composit for on-demand operations

There is an alternative: corporate aerial taxis imagine a skyrocketing scenario in which passengers on small, high-speed Very Light Jet (VLJ) planes are quickly transferred between local aerodromes at far es between 10 and 50 per cent above today's fully reimbursable, fully-fledged corporate tickets, but far below current corporate or partial charters overhead.

VLJ - the word derived from the aerospace sector - is a single-pilot vessel, similar in scale to the current twin-engine propulsion system, with space for a capacity of up to eight people. Weighing less than 10,000 lb/4,536 kg in total, they have a reach of approximately 1,000 mile ( approximately 1600 km) and can take off and landing on only 914.5 meters (3,000 ft) of take-off and landing strips. By way of contrast, the Bombardier LearJet 60, a typical medium-size eight-passenger commercial jets, weights 23,500 lb (10,659 kg) and needs at least 5500 feet (1676.4 m) of take-off and landing strip.

Some of the VLJs' arrivals were made possible by small, light and energy-efficient turboprop jets recently designed by Williams International (Walled Lake, Mich.), Pratt & Whitney Canada (Longueill, Quebec, Canada) and GE ( GEAE, Cincinnati, Ohio) and GE Business Services (GEAE, Cincinnati, Ohio). An astonishingly large number of airframe builders - each with a uniquely targeted customer perspective - are beginning to provide initial sales of the VLJ to the developing world.

Cessna ( Wichita, Kan.) and Embraer ( Sao Jose dos Campos, Brazil) will use airplanes with traditionally aluminum-intensive constructions using composite materials for important substructures, while Eclipse Aviation ( Albuquerque, N.M.) and Avocet Aircraft LLC ( Wilton, Conn., in cooperation with Israelcraft Industries [IAI]) have selected all-metal-design.

Monument, Colo. combine a compound body with aluminium wing and rear end structures. Adam Aircraft (Englewood, Colo.), Aviation Technology Group (ATG, Englewood, Colo.), Diamond Aircraft (London, Ontario, Canada and Weiner Neustadt, Austria) and Epic Aircraft (Bend, Ore.), however, operate fully integrated aircraft. Honda Motors has even produced a mostly assembled VLJ prototypes, the HondaJet, driven by two new small turboprop jets made by Honda.

Honda and GE have established a new entity, GE Honda Aero Engines LLC, to manufacture and market the new power plants. Grob Aerospace (Tussenhausen-Mattsies, Germany) is also constructing a fully integrated jetset, which it calls a "light" jets - slightly bigger than a VLJ, but still smaller than conventional corporate jets (see "Light Jets - A Whole New Category", under "Editor's Picks", right).

Whilst vendors are vibrant, no VLJ has yet obtained U.S. Federal Administration Federal Admin Certification. FAA or an equivalent European organisation, the European Aviation Safety Agency (EASA). As Naysayers points out, at this point there is no known evidence of evidence of market demands, he predicts that the risk-averse corporate aerospace sector will be reluctant to adopt the new aircraft types, which are essentially smaller version of more luxury corporate aircraft.

According to a recent paper in Aviation Week & Space Technology (25 July 2005, written by James Asker), a corporate flight researcher says that few airlines want to upgrade to the higher cost of VLJ aerial cabs, while paid charters will offend smaller planes. Unresolved issues are, among others, how privately owned general aviation airliners can be integrated into the already congested General Airspace near major aerodromes, how airliners will be affected by locally imposed limitations on sound levels and travel, how hard it will be for drivers and airport cab owners to take out insurances, and how to fill the education gaps for general airliners who were used to slow speed prop vehicles.

Nevertheless, VLJ producers are confident that the aircraft will turn out to be an economic blessing for aerial taxi operators and that individual aircraft owners will be willing to swap requisites to conserve travelling times. Harter says the D700 is similar to the D500 (see HPC July 2002, p. 33) in that it is made using AGATE (Advanced General Aviation Technology Experiments) carbon/epoxy Torayca Prepregs made by Toray Composites America Inc.

The wing, rear and cantilevers for the 700 have exactly the same form as the 500 and are manufactured on the same compound dies made with Fabric Development Inc. carbon/epoxypreg tool fabric. Since the light Williams FJ-33 units of the 700 each weighed about 136 kg less than a reciprocating unit, the CG allows a bigger hull - about 76 cm longer than the six-seater 500 - to house either two additional chairs or a toilet, Harter states.

However, the two power plants have a higher propellant combustion ratio, so that in return for the propellant tank in the wing, a 135-gallon propellant tank was placed in the aircraft's abdomen. Sturdy compound slip pads were also attached to the bottom of the vehicle. "Harter says, "In a collision situation, the engine must be able to keep control of the engine so that the engine is designed to withstand these higher stresses.

"We are focused on the general aviation pilots segment. "Bornhofen' s crew has developed a hybrids airplane that blends an aluminium rear and wing with a compound body, a styling that they believe will maximise FAA convenience, accelerating FAA certifications and underwriting.

This Sport-Jet with a pronounced low position was designed on the basis of Bornhofen's previous experiences in the development of a twin-engine airplane with "excellent" flying qualities. Historically, the first Meister pattern was made by manually molding and mass producing wooden frame panels to produce the hull mold from which composite prespreg dies were made.

This hull is an interesting mix of full and core laminated, five full laminated ring, approx. 3 inch/75 mm width and 0.38 inches/9. Structurally the cages become a hull with additional skins, typical of a 3 -ply/core/3-ply balance, made in four open feminine forms with a blend of charcoal and fibreglass.

Parts of the hide are connected to the hardened cradle. Long assembled bow hull is manufactured seperately and glued with resin to the hull. A rear aluminium taper encloses the powerplant. Aluminium wing panels are detachable so that the aircraft can be easily disassembled and delivered as needed.

The aluminium spar/wing unit frame to which the blades are screwed bears the surface load and is connected to the body in a special way that prevents an electrical response. According to bornehofen, there is no punishment for the use of aluminium for the blades and a high T-tail, since aluminium provides a more rigid part for the construction mass.

They prefer metals for these parts and point to better performances with strokes of thunder. A standard aluminium spare sash or rear end can be fitted in the event of a claim, a situation that appeals to insurance companies. Steering valves and rudders combined in the prototypes with a Rohacell foamshell center (Degussa Rohm GmbH & Co. KG, Darmstadt, Germany) are expected to continue in use.

The powerful Javelin aircraft from the aviation technology group is similar to a Mini-F-22 Raptor for good reasons - in fact, in general aerospace, the airline also targets the training segment, says George Bye, president and ceo. "It' gonna be the quickest General Aviation aircraft certification in the world," says Bye. Shorter, hardened blades have a three-stage styling, with the front beam near the front end, a second in the centre and the third carrying the rear blade.

Although the prototypes have a two-piece hull with an upper and a lower half, Ulman says that the manufacturing model could be done differently, with a number of completely cylinder slices. Nomex honeycombs as well as Degussa Rohms' Rohacell Polymethacrylimid (PMI) foams are being tested for the presence of composite structures in the hull and steering panels, but Ulman says that commercial trials have not yet been completed and a definitive materials choice has not been made.

Further "interesting" are the two intake channels for the power units, which have a bonded bend and cannot be manufactured in one single unit due to mounting problems. A further one is the warmth, which is generated by the motors in the rear range. Ullman says a high-temperature solvent such as Bismalimide (BMI) resins is not possible for reasons of economy, so a kind of insulation ceiling or thermal protection is needed in the motor compartment and around the motor exhaust to provide protection for the bonded fabric.

" A partnership has been entered with Israelcraft Industries (IAI) to manufacture the Javelin Mk20 AJT Army Training System, which features ejector seating, much more sophisticated electronics and radars, and other up-grades. But he' s counting on the ten thousand General Airline drivers or corporate jets who want to upgrade to a powerful yet affordably priced "sports car" plane that can get the chief executive or executive to the point in a flash.

"Javelin has about the same dimensions and cost as a mid-size twin-turbine and has a Ton more power - there is no comparison," he sums up. Hondas R&D Americas Inc. In the mid -90s, a somewhat drastic move was made (Raymond, Ohio) to build a twin-jet airplane around a new Honda turbine plane, the Honda HF118.

Honda Aero Inc. designed the powerplant. of the Honda Motor Co. Tokyo, Japan, is so encouraging that GE and Honda have entered into a marketing alliance. However, there is now much talk about whether Honda will continue to develop and sell the plane itself, which first flown in December 2003.

Composites needed twice as much compressed oxygen as aluminium to reach the same difference in heat and cold growth between the front end and the remainder of the blade, which would also have created tension in the blade, says Fujino. Even lighting was easier with aluminium. Fujino says that a metal fabric imbedded in a compound causes a low level of finish requiring cladding and finish work, and that the final choice was processed aluminium.

In the mid 90s, Honda produced the prototypes in-house. The lay-up was made using both metallic (Nobinit, similar to Invar) and compound tooling, some of which were self-manufactured and others subcontracted. Principal hull formed in the right and right half from rigid 177°C/350°F curing carbon/epoxy prepregs of Cytec Engineered Materials (Tempe, Ariz.), manufactured with Toho Tenax Co.

Hull shell was reinforced with strings and frame, which were manufactured seperately on a shallow bench and then trimmed to size with an automatic cutter. Moulded frame and stringer were then demoulded and placed on the surface of the shell and cured with the shells in an autoclave to create an integral texture.

Throughout the hull, the skinned layout was modified to optimise load bearing capacity (the precise fibre structure is proprietary). Aramide honeycombs with the same carbon/epoxypreg were used to core the dashboard and the tapering cock section to obtain the composite curve of the styling. "Fujino says that our nasal pattern has 10 per cent less air friction than turbulence in the hull.

An airfoil -to-body cladding is also made of CFRP, but most of the other substructures are metal. Fujino says the over-the-wing motors and frame-and-stringer design maximise cab room because the contours don't have to be pinched to fit motor bearings. HondaJet pilot (August 2005, written by Thomas Haines) according to the pilot journal AOPA' s pilot journal AOPA Owners and Pilots Assn.'s (AOPA) Pilot, the airplane is a sophisticated model that could readily be incorporated into certifications and production.

As Fujino says, "at this moment" there is no official manufacturing businessplan.