Federal Register / Vol. 76, No. 47 / Thursday, March 10, 2011 / Rules and Regulations 13075 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–05–12 The Boeing Company: 

Amendment 39–16622; Docket No. 

FAA–2010–1156; Directorate Identifier 

2010–NM–128–AD. 

Effective Date 

(a) This AD is effective April 14, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 777–200, –200LR, –300, and 

–300ER series airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin 777–55A0017, dated May 

20, 2010. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 55: Stabilizers. 

Unsafe Condition 

(e) This AD results from a report indicating 

that a Karon-lined bushing with the liner 

broken into five pieces was found during a 

scheduled inspection of the horizontal 

stabilizer trim actuator (HSTA) components; 

the broken liner had worn and disbonded 

from the bushing. The Federal Aviation 

Administration is issuing this AD to detect 

and correct discrepancies of the HSTA 

attachment locations, which could result in 

reduced structural integrity of the horizontal 

stabilizer and consequent loss of 

controllability of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspection/Related Investigative and 

Corrective Actions 

(g) Before the accumulation of 32,000 total 

flight cycles, or within 24 months after the 

effective date of this AD, whichever occurs 

later: Do a detailed inspection for disbonding 

and tearing, and a measurement for wear of 

the internal diameter (ID) of the Karon-lined 

bushings of the bulkhead support jackscrew 

fitting and of the jackscrew fitting of the 

horizontal stabilizer; replace bushings with 

new bushings, as applicable; do all 

applicable related investigative and 

corrective actions; and install either a known 

serviceable or overhauled HSTA. Do the 

actions in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 777–55A0017, dated May 

20, 2010, except as provided by paragraph (h) 

of this AD. Do all applicable related 

investigative and corrective actions before 

further flight. Repeat the actions required by 

this paragraph thereafter at intervals not to 

exceed 16,000 flight cycles. 

Exceptions to Corrective Actions 

(h) If, during any inspection or 

measurement required by this AD, any 

damage is found, or the inner diameter is 

greater than the allowable hole diameter, and 

Part 1, Step 3.B.2.a.(1)(a)1)a) of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 777–55A0017, dated May 

20, 2010, specifies to contact Boeing for 

appropriate action: Before further flight, do 

the repair using a method approved in 

accordance with the procedures specified in 

paragraph (i) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane. 

Related Information 

(j) For more information about this AD, 

contact Duong Tran, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

917–6452; fax (425) 917–6590; email 

duong.tran@faa.gov. 

Material Incorporated by Reference 

(k) You must use Boeing Alert Service 

Bulletin 777–55A0017, dated May 20, 2010, 

to do the actions required by this AD, unless 

the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information incorporated by reference at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington; or at 

the National Archives and Records 

Administration (NARA). For information on 

the availability of this material at the FAA, 

call 425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, February 

22, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–5086 Filed 3–9–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0156; Directorate 

Identifier 2010–NM–231–AD; Amendment 

39–16628; AD 2011–06–04] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–243F Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

During a recent in-service event the flight 

crew of a Trent 700 powered A330 aircraft 


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13076 Federal Register / Vol. 76, No. 47 / Thursday, March 10, 2011 / Rules and Regulations 

reported a temporary Engine Pressure Ratio 

(EPR) shortfall on engine 2 during the takeoff phase of the flight. * * * 

Data analysis confirmed a temporary fuel 

flow restriction and subsequent recovery, and 

indicated that also engine 1 experienced a 

temporary fuel flow restriction shortly after 

the initial event on engine 2 * * *. 

Based on previous industry-wide 

experience, the investigation of the event has 

focused on the possibility for ice to 

temporarily restrict the fuel flow. * * * 

* * * The scenario of ice being shed and 

causing a temporary blockage in the engine 

fuel system may lead to a temporary fuel flow 

restriction to the engine. This may result in 

a possible engine surge or stall condition, 

and in the engine not being able to provide 

the commanded thrust. 

* * * * * 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

March 25, 2011. 

We must receive comments on this 

AD by April 25, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–40, 1200 New Jersey 

Avenue, SE., Washington, DC, between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: 425– 

227–1138; fax: 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2010–0132, 

dated June 28, 2010 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

During a recent in-service event the flight 

crew of a Trent 700 powered A330 aircraft 

reported a temporary Engine Pressure Ratio 

(EPR) shortfall on engine 2 during the takeoff phase of the flight. The ENG STALL 

warning was set. The flight crew followed the 

standard procedures which included 

reducing throttle to idle. The engine 

recovered and provided the demanded thrust 

level for the remainder of the flight. 

Data analysis confirmed a temporary fuel 

flow restriction and subsequent recovery, and 

indicated that also engine 1 experienced a 

temporary fuel flow restriction shortly after 

the initial event on engine 2, again followed 

by a full recovery. The engine 1 EPR shortfall 

was insufficient to trigger any associated 

warning and was only noted through analysis 

of the flight data. No flight crew action was 

necessary to recover normal performance on 

this engine. The remainder of the flight was 

uneventful. 

Based on previous industry-wide 

experience, the investigation of the event has 

focused on the possibility for ice to 

temporarily restrict the fuel flow. While no 

direct fuel system fault has been identified, 

the operation of the water scavenge system at 

Rib 3 cannot be excluded as being a 

contributory factor. 

Testing and analysis are continuing to 

identify the root cause of the event. The 

scenario of ice being shed and causing a 

temporary blockage in the engine fuel system 

may lead to a temporary fuel flow restriction 

to the engine. This may result in a possible 

engine surge or stall condition, and in the 

engine not being able to provide the 

commanded thrust. 

Therefore, as a precautionary measure to 

reduce the possibility of ingesting ice into the 

engine fuel feed system, EASA EAD 2010– 

0042–E [which corresponds to FAA AD 

2010–08–08] required to: 

—Deactivate the automatic Standby Fuel 

Pump Scavenge System, which operates 

during Taxi and Take-off by removing 

relays Functional Item Numbers (FIN) 

80QA1 and 80QA2 (this will not affect 

normal standby pump operation) for 

aeroplanes identified in the applicability 

section of this AD and on which this 

deactivation has not been performed in 

production through the modification 

200801, and 

—Prohibit the dispatch with * * * [a] MAIN 

Fuel Pump inoperative on all aeroplanes 

identified in the applicability section of 

this AD. 

This AD * * * is issued to extend the 

applicability to the newly certified model 

A330–243F. 

This AD also requires revising the 

Limitations section of the airplane flight 

manual to advise the flight crew of the 

dispatch prohibition. You may obtain 

further information by examining the 

MCAI in the AD docket. 

FAA’s Determination and Requirements 

of This AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are issuing this 

AD because we evaluated all pertinent 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

There are no products of this type 

currently registered in the United States. 

However, this rule is necessary to 

ensure that the described unsafe 

condition is addressed if any of these 

products are placed on the U.S. Register 

in the future. 

Differences Between the AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow FAA policies. 

Any such differences are highlighted in 

a Note within the AD. 

FAA’s Determination of the Effective 

Date 

Since there are currently no domestic 

operators of this product, notice and 

opportunity for public comment before 

issuing this AD are unnecessary. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments about this AD. 

Send your comments to an address 

listed under the ADDRESSES section. 

Include ‘‘Docket No. FAA–2011–0156; 

Directorate Identifier 2010–NM–231– 

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 


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Federal Register / Vol. 76, No. 47 / Thursday, March 10, 2011 / Rules and Regulations 13077 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2011–06–04 Airbus: Amendment 39–16628. 

Docket No. FAA–2011–0156; Directorate 

Identifier 2010–NM–231–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective March 25, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A330– 

243F airplanes; certificated in any category; 

all manufacturer serial numbers on which 

Airbus modification 56966H16199 has been 

embodied in production or Airbus Service 

Bulletin A330–28–3105 has been embodied 

in service;. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 28: Fuel. 

Reason 

(e) The mandatory continued airworthiness 

information (MCAI) states: 

During a recent in-service event the flight 

crew of a Trent 700 powered A330 aircraft 

reported a temporary Engine Pressure Ratio 

(EPR) shortfall on engine 2 during the takeoff phase of the flight. * * * 

Data analysis confirmed a temporary fuel 

flow restriction and subsequent recovery, and 

indicated that also engine 1 experienced a 

temporary fuel flow restriction shortly after 

the initial event on engine 2 * * *. 

Based on previous industry-wide 

experience, the investigation of the event has 

focused on the possibility for ice to 

temporarily restrict the fuel flow. * * * 

* * * The scenario of ice being shed and 

causing a temporary blockage in the engine 

fuel system may lead to a temporary fuel flow 

restriction to the engine. This may result in 

a possible engine surge or stall condition, 

and in the engine not being able to provide 

the commanded thrust. 

* * * * * 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inoperative Fuel Pump Prohibition 

(g) Dispatch of an airplane with any 

inoperative main fuel pump is prohibited as 

of the effective date of this AD. 

Airplane Flight Manual Revision 

(h) Before further flight after the effective 

date of this AD, revise the Limitations section 

of the airplane flight manual (AFM) to 

include the following statement. This may be 

done by inserting a copy of this AD into the 

AFM. 

‘‘Dispatch with any inoperative main fuel 

pump is prohibited.’’ 

Note 1: When a statement identical to that 

in paragraph (h) of this AD has been included 

in the general revisions of the AFM, the 

general revisions may be inserted into the 

AFM, and the copy of this AD may be 

removed from the AFM. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: EASA 

AD 2010–0132, dated June 28, 2010, affected 

certain Model A330–243, –243F, –341, –342, 

and –343 airplanes. This AD affects only the 

newly certified Model A330–243F airplanes. 

FAA AD 2010–08–08 addresses the identical 

unsafe condition for the Model A330–243, 

–341, –342, and –343 airplanes. 

Other FAA AD Provisions 

(i) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to Attn: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; phone: 425–227–1138; fax: 425–227– 

1149. Information may be e-mailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

Related Information 

(j) Refer to Airworthiness Information 

(MCAI) EASA Airworthiness Directive 2010– 

0132, dated June 28, 2010, for related 

information. 


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13078 Federal Register / Vol. 76, No. 47 / Thursday, March 10, 2011 / Rules and Regulations 

Material Incorporated by Reference 

(k) None. 

Issued in Renton, Washington, on February 

28, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–5293 Filed 3–9–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0199; Directorate 

Identifier 2011–CE–005–AD; Amendment 

39–16631; AD 2011–06–06] 

RIN 2120–AA64 

Airworthiness Directives; Eclipse 

Aerospace, Inc. Model EA500 

Airplanes Equipped With a Pratt and 

Whitney Canada, Corp. (PWC) 

PW610F–A Engine 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

the products listed above. That AD 

currently requires you to incorporate 

operating limitations of maximum 

operating altitude of 37,000 feet into 

Section 2, Limitations, of the airplane 

flight manual (AFM). This AD requires 

you to incorporate operating limitations 

of maximum operating altitude of 

30,000 feet into Section 2, Limitations, 

of the AFM. This AD was prompted by 

several incidents of engine surge. We 

are issuing this AD to prevent hard 

carbon buildup on the static vane, 

which could result in engine surges. 

Engine surges may result in a necessary 

reduction in thrust and decreased power 

for the affected engine. In some cases, 

this could result in flight and landing 

under single-engine conditions. It is also 

possible this could affect both engines at 

the same time, requiring dual-engine 

shutdown. 

DATES: This AD is effective March 21, 

2011. 

We must receive any comments on 

this AD by April 25, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Office (phone: 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: Eric 

Kinney, Aerospace Engineer, Ft. Worth 

Aircraft Certification Office, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone: (817) 222–5459; fax: 

(817) 222–5960; e-mail: 

eric.kinney@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On November 17, 2008, we issued AD 

2008–24–07, amendment 39–15747 (73 

FR 70866, November 24, 2008), for 

certain Eclipse Aviation Corporation 

(Eclipse) Model EA500 airplanes 

equipped with a Pratt and Whitney 

Canada, Corp. (PWC) PW610F–A 

engine. That AD requires you to 

incorporate operating limitations into 

Section 2, Limitations, of the airplane 

flight manual (AFM). That AD resulted 

from several incidents of engine surge. 

We issued that AD to prevent hard 

carbon buildup on the static vane, 

which could result in engine surges. 

Engine surges may result in a necessary 

reduction in thrust and decreased power 

for the affected engine. In some cases, 

this could result in flight and landing 

under single-engine conditions. 

Actions Since AD was Issued 

Since we issued AD 2008–24–07, the 

unsafe condition of engine surges due to 

hard carbon build up blocking the static 

vanes has continued to occur at 37,000 

feet altitude and lower. 

Six known events have occurred, five 

of which were at or below 37,000 feet 

altitude and four of which were in a 

two-week period. 

Operating effects may include a 

reduction of available thrust or an inflight shutdown of the affected engine. 

This could occur in flight and require 

landing under single-engine conditions. 

It is also possible that this could affect 

both engines at the same time, requiring 

dual-engine shutdown. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

AD Requirements 

This AD requires you to incorporate 

operating limitations of maximum 

operating altitude of 30,000 feet into 

Section 2, Limitations, of the AFM. 

Interim Action 

We consider this AD interim action. 

The PWC PW610F–A engine is 

certificated in Canada and is certificated 

as a foreign type-validated engine under 

FAA TCDS E00074EN. The FAA 

understands that Transport Canada (the 

airworthiness authority for Canada) and 

PWC are considering potential actions 

to address the engine aspects of this 

condition. In the meantime, the FAA is 

issuing this AD on the Eclipse Model 

EA500 to address the immediate unsafe 

condition and to mandate the altitude 

limitation. 

FAA’s Justification and Determination 

of the Effective Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because a reduction of available 

thrust or an in-flight shutdown of the 

affected engine might occur. This could 

occur in flight and require landing 

under single-engine conditions. It is also 

possible that this could affect both 

engines at the same time, requiring 

dual-engine shutdown. Therefore, we 

find that notice and opportunity for 

prior public comment are impracticable 

and that good cause exists for making 

this amendment effective in less than 30 

days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments before it becomes effective. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 


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