Setbacks, major and minor, are part of any development program, and the greater the technology leap, the greater the expectation of such setbacks. Time is built into any realistic development program, to help absorb such setbacks. That time is well-used by some, and squandered by others.

Eclipse has had less than its anticipated share of such problems, but even that organization proves the rule. The decision, made last year, to dump the Williams EJ-22 engines was one of the "major" setbacks. "Possibly two years" seems to be the concensus that the decision seems to have cost. The decision to continue with the engines, though, could have ruined the whole program. Last week, the starboard landing gear collapsed, to give an example of the "minor" category of setback.

Nevertheless, Vern Raburn and his team in Albuquerque are steaming at flank speed, developing as circumstances dictate, and basically trying to stay ahead of the airplane... and they're doing it.

At Oshkosh, we were treated to some actual production looks at the new tiny twinjet, as a conforming fuselage was displayed in its lovely green primer. CEO Vern Raburn took us through it: "We make the fuselage in three sections, starting with the belly." That allows all kinds of structure to go in, followed by controls, cabling and other necessities, while the fuselage is still "open." Then, Mr. Raburn said, "We position the top two halves."

The approach Eclipse has taken is to use each pause in the planned production to its advantage. A reevaluation of power led to the choice of stronger Pratt & Whitney turbines; and any delay can be used to enhance what's already happening.

Training, for instance:

Eclipse, from the beginning, has known that training is an essential part of changing the paradigm of personal flight. Eclipse's Don Taylor, who has been setting up world-class training for what is actually years, is in tune with Vern Raburn, and vice versa. Raburn told us that Eclipse's belief is that "Training will become more type-specific." What about the idea, popular not long ago, that some "industry standard" or regulation to standardize cockpit layouts, would make flying easier and better? "If you try to standardize," Raburn explained, "you stifle innovation."

Further, the recent trend toward teaching increasingly-complex systems has, Raburn opined, also taken time away from basic stick-and-rudder flying skills. Flying 'to the numbers' has perhaps made better-reacting pilots; but have pilots learned to not get into nasty situations in the first place, as they negotiate weather, terrain, traffic, and poor visibility? "We reject the concept that you cannot teach judgment," Raburn said, flatly.

Flight Test

Last week's gear failure resulted in little damage, but will put a few days' delay in the flight test program. Even Vern Raburn had a tough time putting a positive spin on the incident, but managed to say, "The best I can say is, 'we validated some [failure] modes.'" He added, "Now we know, for instance, that we have aileron control down to 30 knots." That could be important, especially for (really) slow-flight exercises. More-importantly, Eclipse is getting right back on track. "We should be flying late this week," Vern said on Wednesday.

The company has about 18 hours' flying on the interim-engined personal jet. "Those are really maybe 100-hour engines," Vern explained, "and we get a lot of data and telemetry from each flight. Fifty hours max -- that's all we plan to fly it... maybe less."

FMI: www.eclipseaviation.com