The following was posted on the owners forum and sent to me by a reader. I have no way to vouch for its authenticity but have no reason to doubt it either.
"Although most of the delivery status conversations on this board focus on Eclipse receiving their Production Certificate (PC) as being the critical path for volume deliveries, it has occurred to me (and I'm sure to many others) that there really are several parallel critical paths required for volume production, delivery, and perhaps equally importantly, customers being able to get trained and use their jets and get service & support, all facing delays and uncertainty.
The completion of the (FAA) Flight Standardization Board (FSB) review last week led me to think that even if 5, 10, or 25 planes had been delivered last year, as previously promised, there would not have been an FAA approved program to train the pilots, therefore we may have received planes but not have been able to use them. So I'll call an approved, complete and ramped up training capability the first critical path item that received a major step forward last week but still is not in place for large scale training (1-2 planes delivered/day = 2-4 type ratings needed per day, which is a big operation.)
The second obvious critical path item is receiving the PC, required for volume production and deliveries; the latest post with real information seems to be this one:
Quote from: 555ej on January 22, 2007, 03:01:13 PM
The FAA team that is doing the PC will be back on Feb. 5th and will take about 6-10 business days to hopefully finish it, this time. Dan McElroy Co-Chair E5C
And the third rumored problem area that seems to at least be critical path for Part 135 operations (including DayJet), and full avionics functionality, is Avidyne's deliverables (software) for Avio.
So the objective of this post is to have conversations and share information on whether these are the only critical path areas, and speculation (since that's all we can do without much communications from Eclipse in the past month) on which of these will get solved, or perhaps get worse before they get better."
And more from Bob Broders:
"I just received a customer update e-mail from Eclipse with some results from their performance improvement program. On the surface these results seem fantastic: 372kts max speed, and 1156 NBAA IFR range. However, both numbers seem dubious.
Max speed of 372kts is reported at 5290lbs and ISA-7. The "guarantee" is at ISA and 4950lbs. I can't be sure how much 7degrees C will effect the speed, but in the Model A preliminary data, the E500 loses 19kts between ISA and ISA+10 (at FL300). That is nearly 2kts/degreeC. This would imply a max speed of only 364kts at ISA. The demonstrated value was at 300lbs over 4950, so there will be a weight credit, but will only be three or four knots. The "demontration" data doesn't leave me with a lot of confidence in the 370kts at ISA and 4950 gaurantee.
The NBAA 1156 number is based on a flight from ABQ to GNV(1155nm) and a miss to TLH (116nm). It seems like a perfect flight, but winds aloft are not discussed. However, there is a graph of efficiency versus Air Distance. This graph implies that the E500 reached TLH after travelling an air distance of only 1025nm (which jibes with a typical westerly wind). Further, the airplane landed with only 205lbs of fuel. Does this meet the NBAA IFR criteria?
Finally at the end of the customer update, Ken reminds us that though they have exceeded the targeted performance guarantees, the guarantees are not changing and we will most likely see better than "book" performance in our aircraft. Does this mean the E500 AFM will be based on the model B predicted performance instead of its actual performance? I wonder what the FAA with think of that.