eclipse 500 info
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U.K.-based Hampson Industries PLC to build the tail section
The tail section of the Eclipse 500 will be built in Grand Prairie, Texas, from parts made in England. Grand Prairie-based Hampson Aerospace, a subsidiary of U.K.-based Hampson Industries PLC, has won the exclusive contract to build the tail sections, which will be shipped to Eclipse's final assembly facility in Albuquerque.
Hampson manager Scott Wargo said the tail might be just the beginning for the Grand Prairie plant, which will hire 135 people for the Eclipse contract. "We are in other business negotiations as well," he said, adding that "there's going to be a lot of other work."
Meanwhile, Eclipse says it remains on track for certification of the 500 in the first quarter of 2006. More than 500 hours have been flown on five test aircraft and they've reached speeds of 285 knots and a maximum altitude of 41,000 feet.
More earthly exercises, such as foreign-object ingestion and water-ingestion tests, have also been completed. According to Eclipse, they're just about ready to turn the planes over to FAA certification pilots.
Yes Dimbleby, it appears that our "cousins" in the UK will have their hands in the pie.
Hampson manager Scott Wargo said the tail might be just the beginning for the Grand Prairie plant, which will hire 135 people for the Eclipse contract. "We are in other business negotiations as well," he said, adding that "there's going to be a lot of other work."
Meanwhile, Eclipse says it remains on track for certification of the 500 in the first quarter of 2006. More than 500 hours have been flown on five test aircraft and they've reached speeds of 285 knots and a maximum altitude of 41,000 feet.
More earthly exercises, such as foreign-object ingestion and water-ingestion tests, have also been completed. According to Eclipse, they're just about ready to turn the planes over to FAA certification pilots.
Yes Dimbleby, it appears that our "cousins" in the UK will have their hands in the pie.
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Eclipse says it remains on track for certification of the 500 in the first quarter of 2006. More than 500 hours have been flown on five test aircraft and they've reached speeds of 285 knots .
Let me get this straight cause something is troubleing me here. 500hrs and were up to (ill say that again) up to ...285ktas.
So how many more hours projected until they reach their advertised forecast speeds, and are in the position to hand it over to the feds, or are they ready to turn it over straight away at 285ktas.
just asking!
Let me get this straight cause something is troubleing me here. 500hrs and were up to (ill say that again) up to ...285ktas.
So how many more hours projected until they reach their advertised forecast speeds, and are in the position to hand it over to the feds, or are they ready to turn it over straight away at 285ktas.
just asking!
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I know my math is not great and I am open to correction.
285 IAS at FL410, standard ICAO day would equal,,,,,,,,,,,,,,let me see,,,,,,,,,,,,540TAS. or .942 MACH if you prefer it that way.
Wow.
I am impressed. why thats 220 KTS TRUE more than the Eclipse publicity department are claiming.
285 IAS at FL410, standard ICAO day would equal,,,,,,,,,,,,,,let me see,,,,,,,,,,,,540TAS. or .942 MACH if you prefer it that way.
Wow.
I am impressed. why thats 220 KTS TRUE more than the Eclipse publicity department are claiming.
Last edited by HonestoGod; 27th Oct 2005 at 18:43.
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HTG, 285 knots AND FL410. This is not the same as 285 knots AT FL410.
In other words, test aircraft have reached 285 knots. Test aircraft have also reached FL410.
Given the opportunity I would love to fly one.
In other words, test aircraft have reached 285 knots. Test aircraft have also reached FL410.
Given the opportunity I would love to fly one.
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Chekkie
Say, I have amended my last as it was a little offside.
Do me a favour as I am downline and dont have my Jeppwheel with me. What is 285IAS/CAS at 5,000 density and 10,000.
Straightup, just interested thats all.
Say, I have amended my last as it was a little offside.
Do me a favour as I am downline and dont have my Jeppwheel with me. What is 285IAS/CAS at 5,000 density and 10,000.
Straightup, just interested thats all.
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Check.
From today’s Flight International.
Eclipse starts drag-reduction tests
Eclipse Aviation has confirmed it is flight testing drag-reduction modifications to bring the speed and range of the Eclipse 500 very light jet (VLJ) up to specifications. The improvements are focused on a revised wing-to-body fairing, which the company says will be “much smaller” than the existing design. “We are looking at several different shapes,” Eclipse says, adding that the final configuration will be chosen following a series of flight tests.
The shapes are thought to be flying on the third production-conforming aircraft, N504EA, which originally joined the flight-test programme at the company’s Albuquerque, New Mexico base on 21 April.
The drag-reduction studies also include a revised join line between the de-icing boot on the wing leading edge and the upper wing surface. “We are looking to get smoother laminar flow there,” says Eclipse.
The company downplays the modification trials as “typical for a flight-test programme. You do these things in the windtunnel, then you go out into flight test and find ways to make the design even better.” Eclipse concedes, however, that the drag reductions are required to bring “both speed and range up to specification”.
The Eclipse 500 is offered with a guaranteed maximum cruise speed of 375kt (700km/h) and a range with four occupants and NBAA instrument flight rules reserves of 2,370km (1,280nm).
Until now the highest quoted speed achieved in flight testing is 285kt, while no firm figures for range performance have yet been issued. Performance tests were originally due to have been completed by the start of August, but are not now likely to be finished until the final configuration is flight tested and decided upon.
GUY NORRIS/LOS ANGELES
In subtle FI terms, this certainly poses some questions about specification targets.
Specifically with respect to speed the article does not clarify whether it is CAS or TAS.
All in all I would say some road to go yet before it’s handed over for certification.
From today’s Flight International.
Eclipse starts drag-reduction tests
Eclipse Aviation has confirmed it is flight testing drag-reduction modifications to bring the speed and range of the Eclipse 500 very light jet (VLJ) up to specifications. The improvements are focused on a revised wing-to-body fairing, which the company says will be “much smaller” than the existing design. “We are looking at several different shapes,” Eclipse says, adding that the final configuration will be chosen following a series of flight tests.
The shapes are thought to be flying on the third production-conforming aircraft, N504EA, which originally joined the flight-test programme at the company’s Albuquerque, New Mexico base on 21 April.
The drag-reduction studies also include a revised join line between the de-icing boot on the wing leading edge and the upper wing surface. “We are looking to get smoother laminar flow there,” says Eclipse.
The company downplays the modification trials as “typical for a flight-test programme. You do these things in the windtunnel, then you go out into flight test and find ways to make the design even better.” Eclipse concedes, however, that the drag reductions are required to bring “both speed and range up to specification”.
The Eclipse 500 is offered with a guaranteed maximum cruise speed of 375kt (700km/h) and a range with four occupants and NBAA instrument flight rules reserves of 2,370km (1,280nm).
Until now the highest quoted speed achieved in flight testing is 285kt, while no firm figures for range performance have yet been issued. Performance tests were originally due to have been completed by the start of August, but are not now likely to be finished until the final configuration is flight tested and decided upon.
GUY NORRIS/LOS ANGELES
In subtle FI terms, this certainly poses some questions about specification targets.
Specifically with respect to speed the article does not clarify whether it is CAS or TAS.
All in all I would say some road to go yet before it’s handed over for certification.
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There are two serious issues with respect to the Eclipse and the like, regarding the combination of owner/pilots, single pilot operations, and twin engine jets.
I have met and flown with many over the past few years who claim to be interested in buying a VLJ with a view to utilising for a combination of business and pleasure. Many are, and I do not say this lightly, barely competent flyers. That is to say safe, but pressed right to their skill limits in their SEP/TEP/SET aircraft. They appear to be totally unaware of their own limited skill levels and the required step up in skill, workload and frequency of flying that is required to operate a Jet aircraft. In some ways it is in the nature of these people who have done well in business and used to achieving their targets in other areas, and have the wherewithal to contemplate purchase of a VLJ. Even for the pro (and it will be a single pilot op due the load restrictions 90% of the time) the workload is very very high. I think the rule of thumb is twin crew X 4, for a jet.
My second point (and it has been raised before) is what regulatory restrictions will the authorities bring to bear on owner pilots operating single pilot in their VLJs. Possibly none I grant - but look at it from the airlines point of view. The paying public is ultra sensitive to any perceived threat to their safety or security when airborne. We all have seen the headlines. Now throw tired and barely competent owner-pilots into every sector of the same airspace as the commercial traffic and we have a recipe for disaster. The airlines would have a very valid point wishing to restrict certain operations. The problem is of course that for the Eclipse and others, performance and range are based on getting to FL330 minimum. Those that say the CAA would not bend to the requests of the airlines are obviously not aware that many of the extra (unreasonable) demands placed on GA in the last two years were invoked specifically at the request (as I understand it) of BA.
Hopefully sense will prevail; the accident rate will not be too high that many will recognise that they should stay in a zone suitable to their talents.
For those that have already invested, offload now, before the market becomes saturated.
Ad praesens ova cras pullis sunt meliora
I have met and flown with many over the past few years who claim to be interested in buying a VLJ with a view to utilising for a combination of business and pleasure. Many are, and I do not say this lightly, barely competent flyers. That is to say safe, but pressed right to their skill limits in their SEP/TEP/SET aircraft. They appear to be totally unaware of their own limited skill levels and the required step up in skill, workload and frequency of flying that is required to operate a Jet aircraft. In some ways it is in the nature of these people who have done well in business and used to achieving their targets in other areas, and have the wherewithal to contemplate purchase of a VLJ. Even for the pro (and it will be a single pilot op due the load restrictions 90% of the time) the workload is very very high. I think the rule of thumb is twin crew X 4, for a jet.
My second point (and it has been raised before) is what regulatory restrictions will the authorities bring to bear on owner pilots operating single pilot in their VLJs. Possibly none I grant - but look at it from the airlines point of view. The paying public is ultra sensitive to any perceived threat to their safety or security when airborne. We all have seen the headlines. Now throw tired and barely competent owner-pilots into every sector of the same airspace as the commercial traffic and we have a recipe for disaster. The airlines would have a very valid point wishing to restrict certain operations. The problem is of course that for the Eclipse and others, performance and range are based on getting to FL330 minimum. Those that say the CAA would not bend to the requests of the airlines are obviously not aware that many of the extra (unreasonable) demands placed on GA in the last two years were invoked specifically at the request (as I understand it) of BA.
Hopefully sense will prevail; the accident rate will not be too high that many will recognise that they should stay in a zone suitable to their talents.
For those that have already invested, offload now, before the market becomes saturated.
Ad praesens ova cras pullis sunt meliora
