Advanced Telemetry System Mines Rich Data from Revolutionary Jet's First Full Week of Flight

Just seven days after announcing the resumption of Eclipse 500 flight testing, Eclipse Aviation today reported results of the breakthrough jet's first full week of flight. The Eclipse 500 has completed six test flights, logging five hours in the air at speeds from 85 knots to 183 knots and altitudes up to 15,000 feet. The aircraft's advanced L-band telemetry system, which yields significantly more data per flight than traditional systems, has provided a wealth of information on the jet's performance in these flights. Please note who's playing chase pilot on a number of the test flights... it seems that being the CEO DOES have it's perqs...

"The fact that we have accomplished so much in flight test in such a short time is a tribute to the maturity of the aircraft design. And now, with a handful of test flights, the advanced data acquisition system on aircraft 100 has allowed us to learn more about the aerodynamic characteristics and systems operations of this jet in one week than we would be able to discover over many months using traditional limited telemetry systems and flight test procedures," said Vern Raburn, president and CEO of Eclipse Aviation. "Our engineers are able to see what is happening to the airplane in real time. The results are very positive and prove that the Eclipse 500 airframe program is on track despite earlier engine vendor problems."

Flight Test Milestones

Following its initial flight on August 26, 2002, the Eclipse 500 jet resumed testing on May 15, 2003 and in one week completed the initial phase of flight test. The first phase focused on low-speed handling characteristics and systems operations. Aircraft 100 was examined in highly turbulent conditions and the landing gear was cycled throughout the speed range, including emergency extensions. Flap operations were tested to within 15 knots of their final operating envelope and the airplane was also accelerated to 2.5 g's in turning flight.

During these flights, the fuel system was operated and examined while using both fuel transfer as well as emergency fuel pump operation. Throughout the flights, the AvioTM intelligent flight system was operational with all essential features working, including system synoptic pages. All of the electrical functions have utilized the electronic circuit-breakers, which are representative of the production system.

Data Acquisition System Expands Traditional Testing Parameters

The Eclipse 500 flight test instrumentation system is capable of recording and displaying instrumentation parameters to the pilot and to engineers on the ground in real time. At this point, more than 500 parameters are recorded and available for display to the pilot and to engineers on the ground in real time, which is five to ten times more than those available to the typical general aviation manufacturer. The telemetry system has been operational throughout the testing. This has enabled Eclipse's specialists to watch over every aspect of the systems, structures, aircraft handling and performance.

Interim Engines Advance Flight Test Program

To enable Eclipse Aviation to advance the flight test program prior to receiving the Pratt & Whitney Canada PW610F engines that will be used on the production aircraft, the Eclipse 500 test aircraft has been equipped with an interim engine made by Teledyne, model 382-10E. After completing the development testing of the Eclipse 500 aerodynamics and systems with the interim engines, subsequent flight test aircraft will be used for certification flight testing with the Pratt & Whitney Canada engines, which will be available in late 2004. Altogether there are eight test aircraft, six of which will fly and two of which will be used for structural testing.

Eclipse 500 Flight Testing Overview

High-speed taxi
May 12th and May 14th
Pilot: Bob Suter
The objective of these tests was to examine the operation of the Teledyne experimental engines at flight speeds, verify the performance of the Data Acquisition and Telemetry systems and familiarize the pilot with the aircraft. Both tests included a single run down the runway, accelerating to 75 and 95 knots respectively as well as lift off and flight to about 6 feet from the ground on the first flight for 2,500 feet on the second run. All systems and handling characteristics behaved as expected.
 
Flight 002 - (Flight 001 was on August 26, 2002)
May 15th, 8:47 a.m. take off
Pilot: Bob Suter, Chase Pilot: Vern Raburn
Flight duration: 26 minutes
The test cards called for initial handling examination at 10,000 feet. However, due to very bumpy weather and wind speeds that were rapidly increasing, the actual flight time was shortened. At landing, the wind speed was 30 knots with gusts up to 44 knots. The pilot reported that the aircraft behaved exceptionally well in these gusty conditions. Telemetry and data acquisition worked perfectly with ten engineers from specialist groups watching over every element of the flight on their dedicated computer screens.
 
Flight 003
May 16th, 9:07 a.m. take-off
Pilot: Bill Bubb, Chase Pilot: Bob Suter
Flight duration: 78 minutes
The landing gear was retracted and extended a total of eight cycles at varying speeds up to 140 knots, including two successful attempts at emergency extension at the same speeds. The gear operated flawlessly throughout. The aircraft accelerated to 175 knots with the gear up at only a very low-thrust setting on the engine (about 350 lbs thrust per engine) even though no gear doors are fitted. Handling characteristics checks showed no problems and speed brake actuation was examined up to 140 knots with no problem.

Flight 004
May 16th, 4:25 p.m. take-off
Pilot: Bill Bubb, Chase Pilot: Bob Suter
Flight duration: 52 minutes
The objective of this flight was to take the aircraft to a 2.5 g wind up turn and to check sideslip loading conditions. The aircraft behaved as expected. The ailerons worked without problem during the high g maneuver and the stick forces were acceptable in both pitch and roll.

Flight 005
May 20th, 9:32 a.m. take-off
Pilot: Bill Bubb, Chase pilot: Vern Raburn
Flight duration: 53 minutes
The goal of this flight was to obtain full clearance of the flap deployment envelope. Tests were conducted at between 13,000 feet and 15,000 feet at speed increases in steps up to 183 knots at take-off flap setting and 140 knots for full flap. The flaps operated just as expected. The flaps provided excellent drag and lift increases. Until stall testing begins, a safety margin is applied to the minimum speeds, so the lowest speed examined during this flight was 86 knots, where the controllability of the aircraft was excellent. The speed brake extension was examined up to 160 knots, again with no appreciable pitch change or vibration.

Flight 006
May 20th, 3:51 p.m. take-off
Pilot: Bill Bubb, Chase pilot: Vern Raburn
Flight duration: 25 minutes
The flight commenced with a photo session over the Eclipse factory. The Eclipse 500 was then on its way, with the test pilot examining structural aircraft response to control inputs up to 200 knots. The flight was concluded early due to high turbulence and a minor problem with the data acquisition system.

FMI: www.eclipseaviation.com