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Company
Eclipse 500 Aircraft
Pilot Information
Can I buy stock in Eclipse Aviation?
Eclipse Aviation is a privately held company. Shares are not available to the public at this time.
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Has Eclipse received government funding?
Eclipse has not received government funding.
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How can I become a dealer or distributor for Eclipse Aviation?
In order to retain a low margin on the Eclipse 500 and keep the cost as low as possible to Eclipse owners, all sales are currently made on a direct basis. We do not have plans to add dealers or distributors at this time.
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How many people work for Eclipse Aviation?
As of Spring 2005, over 400 people work for Eclipse.
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How much funding has been raised to date?
$325 million in funding has been raised to date.
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Where is the company headquartered?
Eclipse Aviation is located in Albuquerque, NM
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Where will the aircraft be manufactured and assembled?
The Eclipse 500 will be manufactured at our Albuquerque facility.
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Who are the major investors and what level of investment do they currently have in Eclipse?
Eclipse is owned by a group of individual investors from the information technology, aerospace and automotive industries. The names of investors are not being disclosed.
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Are other versions of the aircraft planned and with what capabilities?
We are developing a technology platform that can be extended to a line of products. But we cannot comment on specific future products.
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In the event of a weld failure, will the aircraft need to return to the manufacturer, or can traditional riveting be used at the repair site?
As we are utilizing a new technology, we are being very conservative in how we use it. A weld failure as such, will be extremely unlikely. The Eclipse 500 is built up from very traditional components (spars, stringers, ribs, frames, clips, etc) and all critical joints (e.g. skin splices, bulkhead and spar to fuselage attachments) are mechanically fastened. Nevertheless, there will be cases of a failure of a part, through unforeseen loadings, �hangar rash� or other incidents. In these cases, the Eclipse 500 can be repaired using mostly conventional means. If there is a hole in a skin, an area has to be cut out and a replacement skin piece, doublers and splices attached using rivets. Eclipse will provide detailed information in our structural repair manual or through customer support.
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What are the specifics of the avionics?
The Eclipse 500 features comprehensive avionics capability as part of its Avio system for Total Aircraft Integration�. Avio expands integration technology beyond the cockpit and applies it to the entire aircraft. The two PFDs and the MFD serve as the interface for the pilot where all aspects of the flight including checklists, aircraft performance, communications, flight management and aircraft systems can be monitored and controlled.
The standard avionics include integrated GPS-based flight management systems with performance computers, digital flight control systems (DFCS), dual air data computers and attitude heading reference systems (AHRS), dual-channel full authority digital engine controls (FADEC), dual VHF nav/coms, dual localizer/glideslope receivers, dual mode S transponders, and color weather radar.
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What is the planned production rate for the aircraft?
Eclipse�s facility at Sunport International Airport in Albuquerque, New Mexico, will support assembly of up to 4 aircrafts per day. Eventually, multiple aircraft per day will be supported at a larger facility.
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What type of de-icing system will you provide?
The Eclipse 500 will use bleed air heat on the engine inlet for anti-icing protection. The wing and tail will use new generation pneumatic de-icing boots. The windshield and all air data probes (i.e., pitot, static, angle of attack) will be de-iced through thermal electric means.
Today's pneumatic de-icing boots are fast, reliable, have very good protection against ultraviolet rays, and can be quickly replaced if damaged. The boot inflates rapidly and can break relatively thin ice. The boots can now be activated in a precautionary mode, rather than waiting for the traditional half-inch of build-up which was necessary with the early generation boots.
Several technologies of de-icing were evaluated for the wing and tail leading edges. Pneumatic boots were determined the best choice because of advances in that technology and because of risks and disadvantages of the other systems. For instance, to use electrical heat on leading edges would sap power from the engine driven electrical generators. Using bleed air to heat the airfoil leading edges would reduce thrust, significantly increase engine ITT, and consume fuel. Impulsive as well as expulsive de-ice systems have yet to be certified and they are more expensive, heavier, and result in loss of fuel volume in the wing.
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When does production of the first aircraft begin?
Production of the first aircraft for a customer will begin a few months prior to delivery, which is planned for March 2006.
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Where can I see a mockup of the Eclipse 500?
The mockups are available for viewing by appointment at our headquarters in Albuquerque, NM. We also take them to various events. Check out our upcoming Events schedule.
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Why are you using aluminum instead of composite construction?
We believe that aluminum, because of weight and suitability to high-volume production, is the best choice of materials for the Eclipse 500.
The general perception is that composites are lighter than aluminum. But on a complete airframe-to-airframe basis this is simply not true, particularly for a high performance, pressurized aircraft. It is true that when comparing a 40 year old aluminum design such as a Cessna 172 to a new composite design such as the Cirrus SR-20, the composite will weigh less. But a new aluminum design done with modern CAD and analytical tools will be lighter than an equal composite design.
Perhaps the largest disadvantage to composites is their total unsuitability to high volume production rates. All current aviation composite systems are what are called \"thermoset\" systems. That means that the material must be \"cured\" at high temperatures and pressures. For high volume/low cost work the auto industry uses a \"thermoplastic\" system that cures rapidly in molds. This process is basically like injection molding of plastics. The FAA has never certified such a system for aviation usage. Furthermore, we believe the cost of developing and certifying a thermoset system would require a major investment as well as add significant risk to the certification process.
So while composites have both an appropriate application in some areas of aviation (low volume production and/or non-structural parts) and a very bright future in aviation, we believe strongly that aluminum is the best choice for a high-volume jet such as the Eclipse 500.
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Will the Eclipse 500 have a lavatory?
The standard configuration of the Eclipse 500 does not include a lavatory, but we will provide an option for a potty seat or full lavatory. These will replace one or more seats, respectively. Details and pricing for these options will be announced later.
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Will the Eclipse 500 have the T-CAS traffic advisory system?
T-CAS will not be standard in the Eclipse 500. However, T-CAS I is being evaluated as an option.
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Will you have an option for operating the Eclipse on unpaved runways?
We do not foresee any problems for the Eclipse 500 to operate off of grass or dirt runways. Nor do we expect to have any gravel or rock ingestion problems with the engines due to our airframe/engine combination. The Michelin radial main gear tires on the Eclipse 500 can be used on paved or unpaved runways. Tests will show if any additional fuselage or flap protection is required as optional equipment for repeated operation on gravel runways.
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I am a private pilot with an instrument rating. Will I be able to obtain insurance for an Eclipse 500 Jet?
Global Aerospace (formerly AAU), one of the largest aviation insurance providers, has announced that it will provide hull and liability insurance for Eclipse 500 customers. While it is too early to set premiums, Global has said it expects insurance premiums for the Eclipse 500 will be similar to those for existing aircraft, as long as customers successfully complete Eclipse�s training programs.
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I understand that some jet aircraft require a type rating. Will one be required for the Eclipse jet?
Yes, the Federal Air Regulations dictate a type rating for any multi-engine, turbo-jet powered aircraft. Although the Eclipse 500 jet will be much easier to fly than most twin turbo-jet aircraft, the Eclipse factory training will qualify our owner/pilots for a type rating in the Eclipse 500 jet.
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I've never flown a jet airplane. Would I be able to fly an Eclipse 500?
Contrary to what the jet pilots would have you believe, a jet is easier to fly than most piston aircraft. There are different techniques required, and the Eclipse factory training provided with each aircraft will address these. Also, jets fly much higher and faster than piston aircraft, so our customer training will include information about the high altitude environment and management of an aircraft at higher speeds.
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Is pilot training included in the delivered price?
Yes, a one-week Eclipse 500 Type Rating Transition Course to obtain a type rating for 1 pilot is included in the price.
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What are Eclipse�s minimum requirements of training necessary to fly the Eclipse 500?
At a minimum, we will require pilots to have a private pilot license with instrument and multiengine ratings prior to entering the Eclipse factory school. The Eclipse, like all turbofan aircraft, will require a Type Rating to act as Pilot-In-Command. A commercial license would be beneficial and would improve insurability. Some high altitude right-seat jet time would be beneficial if the opportunity is available.
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