Yeah there's information asymmetry here. People who do their research know a lot more about this machine and where it's at than the average punter on here yelling at clouds. It no longer matters what the peanut gallery think; there's about 1000 orders and the only thing stopping it now is JH getting hit by a bus (which I think would only delay it at this point). The timeframe is the only question, but every 2-4 weeks there's a video update given to existing orders through the app, summarised every 1-2 months on a YouTube AMA, where general public get a compressed version due to time constraints.
The last couple of updates had progress in starter generator power electronics development, Digital cockpit, composites & windows, turbine blades, engine casings & plan for combustor tests coming up, lighting. All of the "misc" components like landing gear struts, brackets, metal inserts and the hundred random parts seemed to materialise the last month into almost a full set; that really isn't an issue. I think he said the mast packaging design is frozen and going to production. Seating being re-done with lessons learned from the rest of production to get thinner profile seating. Starting to work on trim. About a dozen other things I've missed, but basically big progress across all fronts, of which there are many.
And reminder, the H
X50 is not certified; it's UK CAA permit to fly (read: experimental amateur built in FAA terminology, that
has equivalence). But the machine is designed to eventually pass the latest certification standards, and once certified (years from now), will sell as H
C50 (in parallel), so (JH's public opinion) the restrictions on your H
X50 CoA should be similar to a well built RV (i.e. minimal or no restrictions). The parallel business model is clever; HX50 is much better for private ownership, and those who want to pay £200k extra for the piece of paper to hire/work it, can do so eventually with HC50. He's said about 100 times in his video's where explaining things, x,y,z is designed to the latest certification standards (example: you are not allowed to do a single Jesus bolt any more & HX will have many). Experimental aircraft are allowed to use non-certified high quality parts. So all the hoo ha about "this $100 third party replacement part costs $20,000 with the certificate, and Hill has you by the balls", simply do not apply. Hill's business model is affordable ownership and he's going to underwrite the hull (for cheap) so partner insurance companies can offer affordable insurance. Plus there's a 5 year (5,000hr) nose to tail warranty. I just cannot see a short/medium term situation where the business model is gouging customers like Robison do. In fact Robinson are now dependent on the 12 year rebuild kits to the point where they cannot remove this, and it has created the huge demand void that Hill is filling. See: 1,000 orders.
And my political take is the UK CAA will be under pressure (from post-brexit governments) to support new industry, and not to bog it down in EASA style red tape, so he's swimming with the river current, not against it.