Embraer’s blockbuster announcement last month that it will develop a new very light jet for delivery in 2008 turned a lot of heads at Adam, Eclipse and Cessna, who thought they had the VLJ market sewn up.
Embraer believes there’s a market for 3,000 VLJs in the next 10 years and it intends to bag a third of it. The market is at least twice that size, according to Vern Raburn, CEO and president of Eclipse Aviation. But, no matter how you estimate it, no more than three players will likely last the course.
Embraer’s VLJ signals tough times for the Adam 700, already several months late because of delays in the piston-powered Adam 500 program. Embraer’s VLJ is designed to carry eight occupants, similar to the Adam 700, but it will be 80 to 85% conventional aluminum construction instead of an all-composite design. So, what’s the chance that Embraer will crush Adam and leave Cessna and Eclipse unscathed?
There’s room for three sub-classes within the VLJ category because each is designed for a specific niche. The 5,640-pound MTOW Eclipse Aviation 500 is the smallest and least expensive VLJ, powered by two 900 pounds thrust Pratt & Whitney Canada PW610F engines. Originally priced at $837,500 in 2000 dollars, the Eclipse 500 now runs $1.3 million, but it’s still the ultimate bargain in turbofan aircraft. It’s about the same size and weight as a Beechcraft Baron, but it’s pressurized, up to 175 kts faster and less than $100,000 more expensive.
Of importance to air taxi/commercial operators, the Eclipse 500 is being designed for high-utilization operations and will be fully MSG 3 compliant. No scheduled maintenance operation will take more than one eight-hour shift, including engine swaps.
First flight of the production-conforming aircraft took place on December 31, 2004. Three flight-test aircraft are in operation, with a fourth due to join the development program by the end of May. Slated for certification in mid-2006, the Eclipse will carry four passengers 600 nmi and three passengers 1,000 nmi. Eclipse claims orders now exceed 2,500.
Cessna’s Mustang utilizes traditional Citation fabrication methods, a reflection of Cessna’s ultra-conservative, iterative approach to new aircraft design. In essence, it’s about a three-quarter scale CJ1+ that’s powered by 1,350 pounds thrust PW615F engines instead of Williams FJ44s. A larger aircraft than the Eclipse 500, the Mustang will offer occupants slightly more cabin height and width, plus a foot more length. Notably, it will have a fully enclosed aft lavatory, a feature missing from the Eclipse 500.
The Mustang, though, gives up about 33 to 35 kts to the Eclipse, but it has 65 to 75 miles more range when carrying four or more passengers. The first Mustang flew on April 23, 2005, so it’s well on its way to late 2006 certification. It’s a Part 23 aircraft, similar to other VLJs, but Cessna will certify take-off performance to Part 25 Transport Category standards, just like larger Citations.
Cessna has more than 200 orders for the $2.5 million Mustang. That’s $1.6 million less than the CJ1+, but it’s also nearly twice as much as the Eclipse 500. Cessna is targeting the owner-flown market with the Mustang. It’s not designed for high utilization, and maintenance tasks will be done on a schedule similar to other Citations.
Embraer’s $2.75 million VLJ also will use P&WC turbofans, specifically 1,615 pounds thrust PW617Fs. This will be a tough aircraft, brought to life by a company that knows how to build rugged jetliners. High utilization will be its strong suit and low maintenance burden will be a prime attribute. Think Legacy, only smaller.
The EMB VLJ will be larger in cross-section than the Mustang and CJ1. Cabin length will be a touch more than the CJ1. Designed to carry up to eight occupants in high-density operations, owner-operators most likely will order the Embraer VLJ with six seats and a fully enclosed aft lavatory.
It will carry four people 1,160 nmi, about 160 nmi more than the Mustang and 226 nmi more than the Eclipse. It’s also the fastest of the VLJs and the most expensive. Embraer plans certification and deliveries for 2008.
Rock-solid Embraer has the resources, the money and the history to get its VLJ to market on time and on performance targets. Most of all, CEO Mauricio Botelho is renowned for his integrity and ability to keep promises. —Fred George
