ANN Flies The Eclipse 500... and The Eclipse Lives (Part 2 of
7)
By ANN Editor-In-Chief Jim Campbell
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...