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Eclipse Aviation

Eclipse Aviation Corporation was an American aircraft manufacturer founded in 1998 by Vern Raburn, a former executive, and headquartered in , where it pioneered the development of very light jets (VLJs) aimed at affordable personal and business aviation. The company's flagship product, the , a twin-engine, six-seat designed for short-haul flights with a range of approximately 1,125 nautical miles and a top speed of 370 knots, represented a revolutionary push toward democratizing jet ownership through low acquisition costs and simplified operations. Key milestones in Eclipse Aviation's history included the first flight of the prototype on August 26, 2002, following an engine switch from to in 2004 to address reliability concerns, and achieving FAA type in 2006, which enabled the first customer delivery on January 4, 2007. Backed by prominent investors such as and supported by large orders, including 1,400 from fractional ownership operator DayJet, the company rapidly scaled production, delivering over 250 s by 2008 and employing around 1,800 people at its peak. However, Eclipse faced significant challenges, including a brief FAA grounding in June 2008 due to surge issues—resolved within four days—and the collapse of DayJet later that year, which triggered the company's Chapter 11 filing in November 2008 amid production delays, cost overruns, and market shifts away from VLJs. In the aftermath, Eclipse Aviation's assets were acquired in 2009 by a new entity, Eclipse Aerospace, which focused on upgrades and support for the existing fleet, introducing the enhanced Eclipse 550 model with improved avionics and performance, delivering 29 units between 2014 and 2017. Eclipse Aerospace merged with Kestrel Aircraft in 2015 to form One Aviation, but financial difficulties led to Chapter 7 liquidation in 2021; the assets were subsequently acquired by investor Christopher Harborne for approximately $6 million in late 2020, reviving operations under Eclipse Aerospace Inc. (EAI) with a focus on fleet maintenance, parts supply, and upgrades for over 280 Eclipse aircraft worldwide, with approximately 220 active. As of 2025, EAI, employing about 50 staff in Albuquerque, continues to support the Eclipse fleet, including ongoing upgrades to Eclipse 550 standards for operators like Freedom Air, having restarted production of the Eclipse 550 in 2023, with the first delivery since 2017 occurring in early 2024.

History

Founding and early development

Eclipse Aviation Corporation was founded in 1998 by Vern Raburn in , with the initial goal of developing affordable very light jets (VLJs) targeted at personal ownership and fractional jet programs to democratize access to . Raburn, who served as the company's CEO from its inception, brought a strong entrepreneurial background from the technology sector, including early roles at as employee number 18 and subsequent leadership positions at and Development Corporation, combined with a personal passion for that drove his vision for innovative, cost-effective aircraft. Early funding was bolstered by prominent investors, notably Microsoft co-founder , who became a major stakeholder and provided significant seed capital leveraging his long-standing professional relationship with Raburn. In 2000, the company relocated its operations to , attracted by state and local incentives including sales tax exemptions on jet sales and approximately $37 million for infrastructure upgrades and facilities development. The early design phases of the VLJ emphasized lightweight construction using composite materials to enhance efficiency and reduce costs, alongside initial key supplier partnerships such as with for the EJ22 engines. The first was constructed in Albuquerque, culminating in its on August 26, 2002, powered by the Williams engines.

Certification and production ramp-up

The flight testing program for the Eclipse 500 commenced with its maiden flight on August 26, 2002, utilizing prototype aircraft equipped with Williams EJ22 temporary engines to validate the design's airframe, avionics, and systems integration. In 2003, Eclipse switched to Pratt & Whitney Canada PW610F turbofans to address reliability concerns with the Williams engines, which delayed certification efforts but enabled final integration. By mid-2006, the six test prototypes had logged more than 2,000 flight hours, encompassing structural load tests, envelope expansion, and certification maneuvers to meet FAA requirements under 14 CFR Part 23. The achieved full FAA type on September 30, 2006, marking it as the first (VLJ) to receive such approval and enabling the transition from prototypes to production models. This milestone followed provisional in July 2006 and addressed key challenges, including engine integration with the PW610F turbofans and advanced avionics suite. certification was granted on , 2007, allowing serial manufacturing at Eclipse's Albuquerque facility. Entry into service began with the first customer delivery in early January 2007, with formal handover on January 4 to a between owner David Crowe and Jet-Alliance, a shared ownership operator based in . By July 2007, additional deliveries supported the aircraft's operational debut, including early commercial use by operators like DayJet, which received its initial three Eclipse 500s in March 2007 to launch per-seat shuttle services. Production scaled rapidly post-certification, with Eclipse assembling over 260 aircraft by late 2008 at its primary facility in , where final assembly, painting, and quality checks occurred. This ramp-up was bolstered by major orders, notably DayJet's commitment for 1,400 Eclipse 500s—comprising firm orders for 239 plus extensive options—to form the backbone of its network. In recognition of its innovative approach to affordable jet travel, the Eclipse 500 team received the 2005 from the National Aeronautic Association for advancing through cost-effective design and manufacturing. The , one of aviation's highest honors, sparked due to its pre-certification timing, with critics arguing it prematurely celebrated an unproven platform. To support growing operations, Eclipse established a network of service centers by 2008, including its headquarters facility in Albuquerque for maintenance and upgrades, the center in opened in June 2007 for southeastern U.S. coverage, and the center in inaugurated in April 2008 to serve the Northeast.

Financial challenges and bankruptcy

Eclipse Aviation faced escalating financial pressures in 2008, primarily driven by production costs that significantly outpaced projected revenues. The company incurred substantial losses on each aircraft, estimated at approximately $2-3 million per unit, stemming from disruptions with global suppliers and underestimations of and expenses that ballooned beyond initial forecasts. These issues were exacerbated by the aircraft's price rising from an original $800,000 to over $2 million, rendering the project unprofitable amid a weakening and . The shutdown of DayJet, Eclipse's largest customer, in September 2008 delivered a severe blow to the company's order backlog and cash flow. DayJet had placed orders for 1,400 jets, accounting for about 58% of the total order book, but ceased operations on September 19, 2008, due to its own funding shortages, effectively canceling those commitments and triggering an acute liquidity crisis at . This loss not only eliminated a key revenue stream but also left Eclipse with a $6.2 million unsecured claim against DayJet in the subsequent proceedings. In response to the mounting crisis, announced a production halt on October 23, 2008, suspending assembly of the after delivering 260 aircraft, and furloughed approximately 800 employees to conserve resources. This followed earlier workforce reductions, including the of 650 employees in August 2008, as part of efforts to stabilize operations under interim CEO Roel Pieper, who assumed the role in July 2008 following the departure of founder Vern Raburn. By early 2009, the employee count had dwindled to around 850 amid ongoing uncertainty. On November 25, 2008, Eclipse filed for Chapter 11 bankruptcy protection in the U.S. Bankruptcy Court in , listing $702.6 million in unsecured liabilities against estimated assets of $59.6 million, with total debts surpassing $1 billion when including secured and other claims from creditors such as Fuji Heavy Industries ($31.8 million) and ($30.1 million). The filing aimed to facilitate an asset sale to affiliate ETIRC Aviation for up to $20 million in to sustain limited operations, but multiple rescue bids, including those involving Pieper's ETIRC group, ultimately failed due to inability to secure adequate funding. Creditors successfully petitioned to convert the case to Chapter 7 on February 20, 2009, citing the absence of viable reorganization prospects and the need to liquidate assets through auction to recover funds for the over $1 billion in claims. This marked the end of Eclipse Aviation as an operating entity, with the asset sale process concluding later that year.

Products

Eclipse 500

The is a twin-engine (VLJ) designed for single-pilot operation and seating up to six occupants, including the pilot. It features two PW610F engines, each producing 900 pounds of thrust, enabling efficient short-haul flights. The primarily utilizes an all-aluminum structure to balance weight, durability, and manufacturing efficiency, with some composite components for specific elements like wingtip tanks. The features pneumatic de-icing boots and a PhostrEx . Key dimensions include a of 33 feet 6 inches, a of 37 feet 9 inches, and a height of 11 feet, contributing to its compact footprint suitable for smaller airports. Performance characteristics emphasize accessibility and economy for the VLJ market. The aircraft has a of 6,000 pounds and an empty weight of approximately 3,634 pounds, allowing a useful load of up to 2,400 pounds. It achieves a maximum cruise speed of 370 knots at 33,000 feet and a service ceiling of 41,000 feet, with an NBAA IFR range of 1,125 nautical miles carrying four passengers. distances are notably short at around 2,400 feet and 2,800 feet, respectively, over a 50-foot obstacle, enabling operations from runways as short as 3,000 feet under standard conditions. The cockpit is equipped with the Avio NG integrated avionics suite by Innovative Solutions & Support, featuring three 10.4-inch displays, a , and advanced capabilities integrated with the and for reduced pilot workload. The system includes envelope protection functions, which automatically limit aircraft maneuvers to prevent stalls, overspeeds, and excessive bank angles. Eclipse Aviation delivered 260 Eclipse 500 aircraft between 2006 and 2008 before halting production due to financial issues. Its successor, Eclipse Aerospace, completed four additional units between 2009 and 2012 as part of limited refurbishment efforts. The Eclipse 500 found primary use in owner-flown personal travel and charter operations, valued for its low direct operating costs estimated at $600 to $800 per hour, driven by and simplified maintenance. No variants were produced by the original company; the baseline model remains the sole configuration from Eclipse Aviation. Later upgrades include synthetic vision technology.

Eclipse 400

The Eclipse 400 was a proposed single-engine (VLJ) developed by Eclipse Aviation as a lower-cost alternative to the twin-engine , targeting entry-level personal jet owners with reduced operating expenses. Designed to accommodate four occupants, it had a of 4,800 pounds, an empty weight of 2,480 pounds, and a useful load of 2,000 pounds, enabling a maximum range of 1,250 s at a cruise speed of 330 knots. The aircraft was powered by a single PW615F engine derated to 1,200 pounds of thrust for efficiency, consuming less than one pound of fuel per nautical mile. Developed in secrecy over six months by Eclipse Aviation and , the prototype—initially designated the Eclipse Concept Jet (ECJ)—completed its on July 2, 2007, accumulating nearly 30 hours of test time before public reveal. It was unveiled to the public on July 23, 2007, at the airshow, where it performed a flyby to demonstrate its configuration and compact composite . The design emphasized simplicity and affordability, incorporating a derivative structure from the with shared aerodynamic features, a for integrated flight management, and a target purchase price of $1.35 million to attract private pilots and operators in cost-sensitive segments. Positioned for the emerging personal jet market, the Eclipse 400 aimed to offer single-pilot operation with short-field performance—requiring just 1,878 feet for —making it suitable for smaller airports and budget-conscious buyers seeking jet capabilities without the complexity of twin engines. Certification and production were projected to begin in late 2011, contingent on securing sufficient orders, with initial deposits already collected from prospective customers. In August 2008, amid escalating financial pressures from the global economic crisis, Eclipse Aviation announced that development of the Eclipse 400 was placed on hold, as the company had not yet initiated formal certification efforts. The project was ultimately cancelled following Eclipse's filing in November 2008, resulting in no production aircraft or further advancement.

Operations and innovations

Manufacturing and facilities

Eclipse Aviation's primary manufacturing facility was located in Albuquerque, New Mexico, where the company established its production infrastructure with support from local investments and incentives provided by the state and city governments. The facility, spanning approximately 440,000 square feet, housed assembly lines capable of ramping up to four aircraft per day, equivalent to a capacity of up to 1,000 jets annually. This setup incorporated just-in-time manufacturing principles to streamline operations and reduce inventory costs. The company's supply chain involved partnerships with numerous suppliers, exceeding 100 in total, to source components for the . Key collaborations included initial engines supplied by , which were later switched to for the PW610F engines. Production followed a modular assembly process, where fuselage sections, wings, and other major components were prefabricated and integrated on the main line to enhance efficiency. By mid-2008, the operation had reached a rate of 20-30 aircraft per month before financial pressures led to slowdowns. At its peak in , Eclipse Aviation employed around 1,800 workers, including engineers, technicians, and personnel skilled in aluminum fabrication and advanced techniques. The workforce benefited from targeted programs focused on and aluminum , drawing talent from nearby institutions like to support the all-aluminum construction of the Eclipse 500. To support aircraft maintenance and operations, Eclipse Aviation established three company-owned (FBO) service centers in Albuquerque, Gainesville, and , offering comprehensive services including inspections, repairs, and parts availability. The network was designed to provide 24/7 customer support, ensuring rapid response for owners through dedicated teams and logistics partnerships.

Technological advancements

Eclipse Aviation introduced several innovative technologies that enhanced the performance, safety, and efficiency of its very light jets, particularly the Eclipse 500. One key advancement was the pioneering application of friction stir welding (FSW) for joining aluminum fuselage components, marking the first use by a U.S. civil aircraft manufacturer in primary structures. This solid-state welding process, which avoids melting the metal and eliminates the need for filler materials, produced stronger, more rigid joints while reducing weight by up to 15% compared to traditional riveting methods. The technique allowed for faster assembly—up to 20 inches per minute—and contributed to an overall airframe weight reduction of approximately 50 pounds, improving fuel efficiency without compromising structural integrity. In fire suppression, Eclipse developed the PhostrEx system as a non-toxic, ozone-safe alternative to halon-based extinguishers, utilizing a non-azide to generate ultra-fine mist and a chemical suppressant that neutralizes s in under a tenth of a second. Certified by the FAA for engine compartments and the EPA for environmental compliance, PhostrEx eliminated the need for high-pressure bottles and refilling, offering superior effectiveness over while being safer for cabin use. This innovation represented the first commercially viable in over 50 years, enhancing and reducing maintenance demands. The avionics suite featured a custom-integrated , which combined primary flight displays, engine instrumentation, traffic avoidance systems like TCAS, and auto-throttle functionality to streamline operations. This setup enabled single-pilot certification under IFR conditions by reducing pilot workload through intuitive interfaces and automated features, such as synthetic vision and integrated flight management. The system's redundancy and ease of use were critical for the Eclipse 500's certification, allowing efficient handling by a solo pilot without sacrificing . Engine integration centered on twin Pratt & Whitney Canada PW610F turbofans, each delivering 900 pounds of thrust and controlled by full authority digital engine control (FADEC) for precise operation and fault tolerance. These compact engines achieved the lowest CO2 emissions among jet engines at the time, while their rugged design ensured high reliability with a time-between-overhaul exceeding 3,000 hours. The aft-mounted configuration and FADEC automation minimized emissions and noise, contributing to the aircraft's environmental profile and operational simplicity.

Legacy

Successors and revivals

Following the Chapter 7 of Eclipse Aviation in early , its assets were sold on August 20, , to a newly formed entity, Eclipse Aerospace, for $40 million, with operations restarting at the Albuquerque facility on September 1, , under the leadership of Mason Holland and Mike Press. Eclipse Aerospace focused on supporting the existing fleet of approximately 260 Eclipse 500 aircraft while developing the Eclipse 550, an upgraded variant featuring enhanced Garmin G3000 avionics and improved performance over the original model. The company achieved FAA certification for the Eclipse 550 in 2013 and delivered the first production unit in March 2014, with a total of around 33 Eclipse 550s produced by the end of 2017. In April 2015, Eclipse Aerospace merged with Kestrel Aircraft to form ONE Aviation, aiming to broaden its portfolio with turboprop development alongside the very light jet line. ONE Aviation continued limited Eclipse 550 production until suspending it in early 2018 and filed for Chapter 11 bankruptcy on October 9, 2018, amid financial pressures and supply chain issues. In November 2020, the Eclipse assets, including intellectual property, production tooling, and maintenance facilities, were acquired from ONE Aviation's bankruptcy estate by AML Global Eclipse LLC—backed by British entrepreneur and pilot Christopher Harborne—for approximately $5.25 million to $6 million, with the buyer operating under the revived name Eclipse Aerospace Inc. (EAI). EAI, based in Albuquerque with a staff of over 50 former Eclipse employees, immediately prioritized fleet support, parts availability, and upgrades, including the Total Eclipse program to retrofit Eclipse 500s with Eclipse 550-level avionics and systems for improved reliability and efficiency. By mid-2021, the company had addressed backlogged orders and begun modifying up to 30 aircraft for a major European operator, while the FAA registry reflected a global fleet of over 280 Eclipse jets, with the majority remaining airworthy despite past disruptions. As of 2025, Eclipse Aerospace Inc. maintains active operations at its Albuquerque facility, providing maintenance, repair, and overhaul (MRO) services for the Eclipse 500 and 550 fleet, with no plans for mass production but a emphasis on aftermarket enhancements like the Total Eclipse upgrades to extend aircraft life and performance. Limited production of the Eclipse 550 resumed in 2023, resulting in two deliveries that year—the first since 2018—though no further units were delivered in 2024. The active fleet stands at approximately 250 aircraft worldwide, including 219 Eclipse 500s and around 30 Eclipse 550s, supported by rebuilt supplier networks and rapid AOG (aircraft on ground) response times. In October 2024, EAI began flight-testing Daedalean's artificial intelligence vision systems for applications including traffic detection and landing guidance to enhance safety. In November 2025, EAI signed an agreement with Gogo to become an authorized reseller of Galileo low-earth-orbit satellite communications systems for military customers in France and the EMEA region.

Industry impact

Eclipse Aviation's introduction of the in 2006 is widely recognized as the catalyst for establishing the (VLJ) category, offering an affordable entry point into owner-flown jet ownership at a base price of approximately $2 million—significantly lower than traditional business jets. This innovation targeted individual pilots, small businesses, and corporate executives, emphasizing single-pilot operations, fuel efficiency, and compact design to democratize . The 's success inspired subsequent VLJ developments, including the HondaJet HA-420 and Jet SF50, which adopted similar principles of advanced and cost-effective performance to appeal to non-traditional jet owners. Prior to the , Eclipse Aviation stimulated demand for light jets by amassing over 2,500 orders, fueling a surge in VLJ interest and production backlogs across the sector. The DayJet air taxi service, which operated a fleet of Eclipse 500s, demonstrated the viability of on-demand, short-haul jet networks connecting underserved airports, influencing later models despite its own collapse amid due to scaling challenges and investor pullback. The company's 2009 bankruptcy underscored critical risks for startup aviation ventures, including over-optimistic production forecasts that assumed unattainable and low per-unit costs, leading to actual expenses exceeding $2.5 million per aircraft against initial projections under $1 million. It also exposed vulnerabilities, as reliance on global suppliers resulted in millions in unpaid debts and assembly disruptions, while delays—stemming from FAA adaptations for the new under-6,000-pound jet category—escalated costs and depleted . Eclipse Aviation received the 2005 from the National Aeronautic Association for the 's embodiment of technical innovation, cost reduction, and safety enhancements in VLJ design, validating the category's potential to advance and operations. The company's pioneering use of (FSW) for aluminum components in the —covering wing skins, fuselage panels, and engine beams—replaced thousands of rivets per and set benchmarks for solid-state joining techniques, which have since been adopted industry-wide by manufacturers like and for improved structural integrity and reduced defects in airframes and fuel tanks. As of 2025, the Eclipse fleet remains relevant with approximately 219 Eclipse 500s and 29 Eclipse 550s in active service worldwide, primarily in , supporting a diverse base including owner-pilots and services that continue to inform discussions on efficient and on-demand transport.

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