Gerard Wasselle 2020 Abbott RD STE 5, Anchorage, Alaska 99507 (907) 223-1012 Fax (907) 344-4426 

^CFARTMENTOF 

March 14,2011 SANSPORWiON 

" \. : m QPER/VTIONS 

Docket Management Facility 

US Department of Transportation ?0*il HAR 25 ~-^ \2- S^ 

1200 West New Jersey Avenue, SE 

West Building Ground Floor 

Room W12-140 

Washington, DC 20590 

RE: Petition for Exemption/ Rulonaldng Airwordiioess Directives: Eclipse Aerospace, Inc. 

Model EA500 Airplanes Equipped With a Pratt and Whitney Canada, Corp. PW610F-A 

Engine (Document ID FAA-2011-0199-0001) 

Dear Sir: 

Aircraft N778VW flies regularly between FL and AK via Canada. Due to the lack of airports 

within Canada and Alaska with sufficient runway length, restricting my flight to below 

30,000 ft creates a fiiel management problem. 

In the 520 hours this aircraft has been flown (many above 34,000 ft), I have never 

experienced any engine surge or popping. Due to rapidly changing weather in these regions 

and common ATC routing, fiiel management becomes increasingly important and this 

restriction to under 30,000 ft increases ftiel consumption markedly reducing the range for 

alternate airports as weather changes. 

I am requesting flight levels up to 37,000 feet under the original AD of 2008.1 have 

followed the guidelines put forth by Eclipse Aviation as well as Pratt Whitney: CPC NO. 

500-2008-012A. And more recently the guidelines set in a pilot communique' dated March 9, 

2011. Of 28,000 documoited flij^its by diis aircraft type, I have heard of only 5 engine 

surging incidents that have occurred. Th^e is no way to tell if diose aimaft wac following 

the guidelines set forth by Eclipse Aviation and Pratt Whitney. I believe it is the FAA's intent 

to increase the safety of each flight; however, this directive decreases the safety of long range 

flight keeping alternate airports in mind. 

I have notified the Anchorage FSDO, Stanley Haines (FAA), who is knowledgeable about the 

Eclipse 500 and ^prised him of our unique situation and should any jHoblems arise with 

N778VW, I would contact him immediately. I appreciate your time considering my request. 

Sincerely, 

Gerard Wasselle 
Update on Status of Returning the Eclipse Aircraft to 41,000 ft. 

In a continued effort to keep our customers infonned on events involving our great Eclipse Twin Engine Jet, we would 

like to take a few minutes to update you on some progress surrounding the efforts of returning the aircraft to 41,000 feet. 

First and foremost, we now have a solution to address the carbon buikl up sometimes produced in the P&WC 610-F 

engine. This solution will result in the replacement of a new combustion liner which Pratt Whitney Canada is about to 

release in the coming few months. This is great news and we appreciate the cooperative efforts of both teams at P&WC 

and EAI, we are collectively making this happen. 

However, late in 2010, five engine surge events were reported from aircraft already in the field. Pilots reported some 

engine "rumbliag" and "popping" sounds followed by engine CAS messages. Inmiediately, P&WC vigwously 

investigated the events in conjunction with Eclipse Aerospace. The investigation disclosed that carbon was found to 

build up on the combustor liner in an amount sufficient to cause the engine to surge when descending finom altitude. 

Carbon is [Roduced when unbumed fuel impinges on the wall of the liner. It can be attributed to a combination of 

operating conditions and engine flow rates such as: (H^ssure, altitude temperature, air to fiiel ratios, and duration at an 

altitude. P&WC's investigation included a series of component tests in facilities capable of simulating a wide range of 

operating conditions includii^ aMbide and engine flow rates. The test parameters were calibnted to the operating 

conditions when caibon fonnatioo was repotted to have oocuned. This testing was able to vqxoduoe the type <rf carbon 

seen in engines in the field and the results were instrumental in detomining the new opaating envdopes. 

The end result of this extensive testing has resulted in a new combustion liner design which we anticipated becoming 

available in Q2 2011. This new design has several new features. The construction is firom heavier gauge material with 

replaceable, cast internal heat shields and is designed to give better durability to reduce long term operating costs. The 

new liner permits the use of the higher Meed settings at all operating altitudes and restores the operating envelope of 

41,000 feet originally published. For owners currentiy enrolled, ESP® will cover the labor and material cost of replacing 

the combustion liner. If you are not currentiy enrolled in the ESP Program you will be permitted to enroll through one of 

P&WC's Commercial Programs which will be made available to discount the price of tlK engine upgrade, protecting the 

operators' long term operating cost, yet recognizing the additional value of the new liner. 

In addition to providing a solution to remove the currmt 41K AD both EAI and P&WC have completed extensive testing 

to determine whedio' the current AD and operating envekipe of die engine should be adjusted during the interim period 

before the new combustor liner is released. P&WC (the Engine Manufocture) and Eclipse Aerospace have worked 

closely with Transport Canada and the FAA Engine Certification Office and have formulated and suggested a smes of 

recommendations. Transport Canada, the FAA Engine Cotification Office, P&WC and EAI were all in agreement to 

modify the current AD. These recommendations were then fwwarded to the South West Region FAA Aircraft 

Certification Office for review and comment. We expect that any modification or new AD addressing die interim 

measures will be issued from the SW ACO in the next few days. The joint recommendation to the SW ACO is: 

P&WC along with Eclipse Aerospace, and Transport Canada are currently recommending thtf the current operating 

envelope of 37 jOOO feet be maintamed, however, we recommend based on actual data that pikte o£ EcC^we SOD aircraft 

reduce the maximum operating time at cruise when <qie[8tii^ at altinwkr* between 30 jWO feet and 37 /XX) feet to 85 

minutes per fl^fat. 

EAI and P&WC have reviewed the flight (Mx>files of the current fleet for the past 18 months and are confident that this 

recommendation will have a reliable impact on the fleet as a whole, while significantiy improving the safety of engine 

operation, untU the new liner is available. Both companies have conducted extensive bench rig and actual flight testing 

on the current engine liner and ALL the data gathered supports this modification to the current 41K AD. 

We will continue to keep our customers advised of all developments as they occur and are confident that a new 

combustor liner will be available in the \ery near term to remove the AD. In addition to this email our customers can 

find an updated FAQ section on our website. Simply login to the Customer Pages / Owners area of the Eclipse 

Aerospace website and look for the AD announcement to see the FAQ. 

Sincerely, 

MasaHHoOand 

Cbainnan / CEO IECLDPSE Aeroipace, Inc. 

Phone: 843.971.5025 

mason .holland<Seclipseaerospace .net 
CPC No. 500-2008-012A Engine Sutge Events October 10, 2008 

ECLIPSE 

AVIAnON 

Customer Pilot 

Communication 

CPC No. 500-2008-012A 

Rev A Date: 

October 10, 2008 

Subject: 

Engine Surge Events 

Model: 

EA500 

EfTectlvlty: 

All 

THIS IS NOT AN ECLIPSE AVIATION SERVICE BULLETIN. 

1. PURPOSE: 

This CPC is issued as a revision to CPC 500-2008-012, Engine Surge Events, originally issued August 18, 

2008. It is intended to provide updated information on findings and con-ective actions implemented by 

Eclipse and Pratt & Whitney Canada (P&WC). 

This CPC is issued by Eclipse Aviation to provide timely aircraft operational infomiation to Eclipse aircraft 

operators. It is for infonnational purposes only, and all recommendations are advisory in nature. 

2. SUMMARY: 

This update to CPC 500-2008-012, Engine Surge Events, gives notice of an AFM Temporary Revision 

currently under review by the FAA to address engine surge events caused by cartx)n deposits and 

provides recommendations on how to prevent excessive carbon formation. To date, there have t>een no 

further reported engine surge events bieyond the original five aircraft reported in the original CPC. 

3. BACKGROUND: 

Eclipse has received reports from operators of instances of engine surges (rapid airflow reversals in the 

compressor, sometimes referred to as compressor stalls). Thus far, engine surges have occurred on six 

engines, affecting five different aircraft, and none have occurred since the original publication of this CPC in 

August, 2008. Findings indicate cartwn deposits that form in the combustor during high attitiide operation 

(greater than FL370), with high engine bleed flow operating, can detach and travel downstream. The 

detached cartx>n deposits, In some instances, become lodged in t)etween the High Pressure Turbine vanes, 

which reduces the flow area, thereby resulting in an engine surge. 

Of the engine surge occurrences reported, five occurred in flight and one occurred on the ground. None of 

the reported engine surges resulted in any mechanical damage to the engine, nor is it anticipated that this 

surging will cause any damage. Some instances of engine surges in flight resulted in an increase in engine 

Inlet Turbine Temperature (ITT) great enough to trigger a L ENGINE EXCEEDANCE or R ENGINE 

EXCEEDANCE CAS message. In all cases, the surge disappeared after reduction of power to idle on the 

affected engine. 

4. ECLIPSE ACTION: 

Since the publication of CPC 500-2008-012, Eclipse Engineering has worited with P&WC to conduct 

extensive flight testing. The goal of this testing was to fully characterize the operating conditions promoting 

the formation of excessive carbon deposits and validate procedural changes to reduce the probability of 

engine surge events caused by carbon deposits. 

2503 CLARK CARR LOOP SE 

ALBUQUERQUE, NM 87106 

TEL 505 724-1200 

VWVW.ECLIPSEAVJATION.COM 

Pagel of 2 

CPC Form 

RevAOS/18/07 
CPC No. 500-2008-012A Engine Sutge Events October 10, 2008 

Flight test findings show that: 

Cartx>n deposits large enough to break free and cause engine surges can form only during sustained 

cruise above FL370 with high engine bleed operation. 

- Carison deposits of all sizes will clear during operation at takeoff thrust for 3 minutes or greater, either 

on the ground or during the Initial takeoff phase. 

Eclipse is woridng closely with P&WC to develop and test improvements to eliminate this issue. P&WC 

provided information to Eclipse for the implementation of an AFM revision. Based on information from 

P&WC and our own testing, we have submitted a Temporary Revision to the FAA for all EA500 Aircraft 

Flight Manuals (AFMs). To prevent carix)n-related engine surges. Eclipse developed recommended actions 

based on the following determinations: 

1. Carbon deposits large enough to cause surging will not form if the cockpit and cabin temperatures 

are set at or below 68°F/21°C above FL350. Regardless of actual cockpit and cabin temperature, 

setting the desired temperature for both cockpit and cabin at or bek>w 68°F/21''C on the 

environmental synoptk; page will prevent automatic high engine bleed fkiw in nonniri operatkMis. if 

high engine bleed flow is required for abnormal situations, such as loss of one bleed source or 

excessive pressurization demands, the system will still allow these to function automatically. Also 

you may note that 68°F and 21 °C are not exactly equivalent temperatures. Due to logic in the 

Climate Control system, these are the temperatures that equate to the high bleed cutoff point. 

2. Any residual carbon deposits fonmed during a flight above FL350 will be cleared if takeoff thrust is 

maintained for 3 minutes on the ground or during takeoff on the subsequent flight. Minor cartx}n 

deposits may still develop during flights above FL350, even with low engine bleed operatton, so this 

procedure will ensure any residual cartx)n deposits are burned off with high temperature and will not 

build up over time. Testing shows that a 3 minute takeoff power run on the ground will also clear 

any deposits. 

5. RECOMMENDED OPERATOR ACTION: 

Until an AFM Temporary Revision is approved by the FAA and distributed to you, Eclipse recommends that 

pilots use the following procedures to reduce the potential for engine cart)on fomiatk>n: 

1. Above FL350, set cockpit and cabin temperature selection at or bek>w 68°F/21 °C. 

2. If previous flight was above FL350 (or cannot be verified), maintain takeoff thrust for 3 minutes 

during takeoff or accomplish a 3 minute takeoff power ground run. 

3. If you encounter engine surging, reduce power to eliminate the surge and land using single engine 

procedures. The engine does not need to be shutdown in flight unless surging continues at klle 

power. 

Operators are encouriaged to report instances of engine surge to Eclipse or P&V^AC, and include a pilot 

report describing the occurrence and resulting actions taken by the crew. If you have any questions or 

would like additional information, contact Eclipse Customer Care at 1-877-350-0538. Eclipse 

representatives are available to assist you 24 hours a day, seven days a week. Both Eclipse and P&WC are 

fully committed to addressing engine surge occurrences with the utmost priority. We will inform you of 

progress as updates t)ecome available. 

2503 CLARK CARR LOOP SE 

ALBUQUERQUE, NM 87106 

TEL 505 724-1200 

VWWV.ECLIPSEAVIATION.COM 

Page 2 of 2 

CPC Form 

Rev A 09/18/07