Six-seat very light twin-engine jet · Light business jets · production 2006–2008 · See its reach on the 3D globe
An Eclipse Aviation 500 costs approximately $1.09m (€1.01m) to $1.31m (€1.21m) to buy at 2008 market values, and about $359k (€332k) a year to own flying 80 hours, roughly $4,482 (€4,150) per flight hour all-in. It seats 6, cruises at 370 kt (426 mph) and has a published range of 1,125 nm (2,084 km), needing about 2,346 ft (715 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The Eclipse 500 is one of aviation's most fascinating and cautionary stories: a genuinely efficient, compact twin-jet whose manufacturer went through bankruptcy and reincarnation, leaving fleet support, avionics upgrades and parts as the central ownership question. The aircraft itself flies well and cheaply for a jet. Whether it makes sense depends entirely on the strength of the current support ecosystem and the specific aircraft's upgrade status. It rewards a technically minded owner who researches the support picture thoroughly; it punishes anyone who buys on running cost alone.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 2,722 kg |
|---|---|
| Usable fuel | 950 L |
| Maximum operating altitude | 41,000 ft |
| Engine | 2 x Pratt & Whitney Canada PW610F-A turbofans |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 6 |
| Realistic payload with mission fuel | 844 lb (383 kg) |
| Published planning range | 1,125 nm (2,084 km) |
| Practical planning radius (4 people) | 754 nm (1,396 km) |
| Cruise speed | 370 kt (426 mph) |
| Runway need | ~2,346 ft (715 m) |
| Landing gear | Retractable tricycle |
| Pressurised | Yes |
| Fuel | Jet A-1 |
| Fixed annual base | $173k (€160k) |
| Direct cost per flight hour | $1,350 (€1,250) |
Very efficient and compact, but fleet support, avionics upgrades and manufacturer history create ownership risk.
Indicative cash costs at 2008 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $305k (€282k) | $7,614 (€7,050) | $2.71m (€2.51m) |
| 80 h / year | $359k (€332k) | $4,482 (€4,150) | $2.98m (€2.76m) |
| 120 h / year | $413k (€382k) | $3,438 (€3,183) | $3.25m (€3.01m) |
| 180 h / year | $494k (€457k) | $2,742 (€2,539) | $3.66m (€3.38m) |
Every figure above is built from a $173k (€160k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $1,350 (€1,250) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $329k (€305k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Eclipse Aviation 500 cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 2008 market price for an Eclipse Aviation 500 is $1.09m (€1.01m) to $1.31m (€1.21m). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, an Eclipse Aviation 500 works out at roughly $359k (€332k) annually, which is about $4,482 (€4,150) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $1,350 (€1,250).
Published range is 1,125 nm (2,084 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 754 nm rather than the brochure figure.
Beyond a pilot certificate, an Eclipse Aviation 500 requires type rating. This aircraft is turbojet-powered, so 14 CFR 61.31(a) requires a type rating for the specific type regardless of weight. Expect a formal initial course at a training provider and recurrent training every year, both of which insurers normally make a condition of cover. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 2,346 ft (715 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.