ANN Flies The Eclipse 500... and The Eclipse Lives (Part 2 of 7)

By ANN Editor-In-Chief Jim Campbell

• Read Part One

The final road to certification and production is taking on some of the same proportions and characteristics of a small guerilla war (though, admittedly, Eclipse has much cooler airplanes than those in any dogfight we've seen).

Enemies are everywhere, battles are fought and won daily (if not hourly), and the battle lines seem to be all over the map. As much as they may love what they do (and that's obvious throughout the chain of commend, I kid you not), this can not be all that relaxing a time to work at Eclipse. Right now the most significant enemies seem to be found among suppliers that may not be able to keep up with the Eclipse development program, or worse, the future production schedule… which promises to be BRUTAL.

Eventually, Vern's troops are supposed to be cranking out some 800+ airplanes a year… I can not emphasize what a monumental challenge this will be -- and all the many, many ways in which it can be foiled. The supplier issue is possibly the most critical issue to be dealt with… especially since it's likely to be an issue that may never quite go away. Right now, Raburn is dealing with suppliers that are being bought up by other interests, necessitating unwelcome renegotiation or replacement. Other supplier concerns revolve around a number of critical components for which there is no easy replacement… and the dependence that Eclipse must have on them to complete product development according to the certification schedule. This part is likely to kick their butts here and there, and if there are significant delays yet to come, this is likely to be where you'll find the culprits.

Already a few very serious players have been found wanting… and summarily kicked to the curb, but Raburn notes that it's getting very late in the game to have to search for replacements… so the current crop is going to have to do the job, and Eclipse is going to have to watch them like a hawk.

More Maalox, Mr. Raburn?

But… Vern Loves His PW610Fs

One area that is creating very few problems, most notable in light of the history of this component in the Eclipse program, is the engine that replaced the hard-to-start, hard-to-keep running, Williams FJ22… the Pratt & Whitney PW610F. Raburn is plainly thrilled with Pratt & Whitney and the outstanding results coming out an amazing little engine that is meeting (and even exceeding) a number of promised operational parameters. Raburn talks about the 610F as if it was a cherished son or daughter, plainly pleased to not have to worry (so much) about the viability of one of the most critical aspects of this aircraft's design.

After a breath-taking 're-selection' process, the Eclipse 500 program selected Pratt & Whitney Canada PW610F turbofan engines to provide the requisite "Go Control." The PW610F is a medium bypass ratio engine with mixed exhaust and is flat rated at 900 lb takeoff thrust at sea level up to ISA +10oC (77oF). The PW610F is a tiny two-spool design, featuring a single-stage high-pressure turbine driving an axial-centrifugal high-pressure compressor and a low-pressure turbine driving a 14.4-inch one-piece titanium fan. Engine control is provided by fuselage mounted FADEC (Full Authority Digital Engine Control) systems.

Unfortunately; the FADEC system running this incredible little pocket-rocket is not quite so compliant at the moment, and supplier Hispano-Suiza is a bit behind the sked in their development efforts. Ours was the first flight with a more recent software build and it's likely to not be the last one, with a number of minor but annoying issues to deal with before this puppy is ready for prime-time.

The heart and soul of this airplane is one of the most aggressive avionics systems ever designed for such a small aircraft… jet or piston. I kid you not… this thing looks like it would give the Space Shuttle a BAD case of panel envy. AVIO is the Avidyne designed avionics system that will allow for the much-touted operational simplicity promised as a cornerstone of this revolutionary effort. It is, to be blunt, an incredibly tough piece of hardware and software engineering - and it's not nearly done yet. What we see is promising, and what is yet promised (and being beaten to death in the Integrated Test Lab), is impressive as hell… if it works. Mind you, this is being built by Avidyne, who has amassed an incredible amount of "time in grade" supporting well over a thousand GA electronic cockpit installations in the Cirrus, Lancair, Piper, and others, so they have a lot of hard-won experience to bring to this effort. Still; the breadth of this project is staggering and watching this system come together is a humbling effort - and a mite nerve-wracking. No other component is so inextricably tied to the success of this development effort as AVIO, not even the powerplant, since there are potential powerplant alternatives in the wings… but AVIO can not be easily replaced since it is literally wired into every system, aspect, nook and cranny of this pint-sized jet.

Let's Get Integrated

The key to AVIO is something Eclipse calls "Total Aircraft Integration." An unparalleled level of system integration (for this class of aircraft) is coupled with redundant computer systems and an advanced power distribution system with a modus operandi that is designed to keep the pilot happy and involved with aircraft systems only when it is necessary to make themselves known.

AVIO is more than a cool-looking glass cockpit with a few PFDs and a massive MFD; it's an aircraft systems nanny. This puppy monitors every system in the aircraft and presents critical (i.e., stuff the pilot REALLY needs to know) info right away in a manner designed to allow the pilot to keep flying the airplane and deal with only those issues that are critical to safety of flight. It keeps an eye on everything… powerplant, electrical, cabin internals, fuel, navigation, you name it. One's first look at the panel (even the fully developed version running in the development lab just a few yards from the flight test center), causes one to remark as to little there is to see on the panel.

There is a glaring absence of complexity… with a lack of the obligatory 'bazillion' switches, gauges and control interfaces seen in a number of other twin-jets. The reduction in visual supervision, required physical action and the simplicity of the interface is breathtaking once you understand the rationale behind this design profile. Everything has a specific purpose. Controls and systems are often located in very specific areas of the panel and close to related systems or  functions. Better yet, little in this panel requires a reach… leaving all critical functions that I can think of, well within hand.

To Be Continued...

FMI: www.eclipseaviation.com