Airworthiness Directives; Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) Airplanes, 76974-76979 [E8-30037]
Download as PDF
<![CDATA[
76974
Proposed Rules
Federal Register
Vol. 73, No. 244
Thursday, December 18, 2008
This section of the FEDERAL REGISTER
contains notices to the public of the proposed
issuance of rules and regulations. The
purpose of these notices is to give interested
persons an opportunity to participate in the
rule making prior to the adoption of the final
rules.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–1318; Directorate
Identifier 2008–NM–155–AD]
RIN 2120–AA64
Airworthiness Directives; Bombardier
Model CL–600–2B19 (Regional Jet
Series 100 & 440) Airplanes
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
SUMMARY: We propose to adopt a new
airworthiness directive (AD) for the
products listed above that would
supersede an existing AD. This
proposed 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:
*
*
*
*
**
*
rwilkins on PROD1PC63 with PROPOSALS
The Bombardier CL–600–2B19 airplanes
have had a history of flap failures at various
positions for several years. Flap failure may
result in a significant increase in required
landing distances and higher fuel
consumption than planned during a
diversion. * * *
*
*
*
*
*
The proposed AD would require actions
that are intended to address the unsafe
condition described in the MCAI.
DATES: We must receive comments on
this proposed AD by January 20, 2009.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://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.
VerDate Aug<31>2005
17:43 Dec 17, 2008
Jkt 217001
• 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 https://
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 proposed 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: Dan
Parrillo, Aerospace Engineer, Systems
and Flight Test Branch, ANE–171, FAA,
New York ACO, 1600 Stewart Avenue,
Suite 410, Westbury, New York 11590;
telephone (516) 228–7305; fax (516)
794–5531.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2008–1318; Directorate Identifier
2008–NM–155–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD based on those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
On January 3, 2008, we issued AD
2008–01–04, Amendment 39–15329 (73
FR 1964, January 11, 2008), which
superseded AD 2007–17–07,
Amendment 39–15165 (72 FR 46555,
August 21, 2007). That AD required
PO 00000
Frm 00001
Fmt 4702
Sfmt 4702
actions intended to address an unsafe
condition on the products listed above.
Since we issued AD 2008–01–04, we
received a report that the AD was not
effective in reducing the number of flap
failures on Model CL–600–2B19
airplanes. Transport Canada Civil
Aviation (TCCA), which is the aviation
authority for Canada, has issued
Canadian Airworthiness Directive CF–
2007–10R1, dated August 18, 2008
(referred to after this as ‘‘the MCAI’’), to
correct an unsafe condition for the
specified products. The MCAI states:
*
*
*
*
*
The Bombardier CL–600–2B19 airplanes
have had a history of flap failures at various
positions for several years. Flap failure may
result in a significant increase in required
landing distances and higher fuel
consumption than planned during a
diversion. * * *
*
*
*
*
*
This proposed AD would supersede AD
2008–01–04 and would retain the
requirements of that AD, i.e., revising
the airplane flight manual (AFM) to
incorporate a temporary revision into
the AFM, adding operational procedures
into the AFM, training flight
crewmembers and operational control/
dispatch personnel on the operational
procedures, and doing corrective
maintenance actions.
This proposed AD would also add
corrective maintenance actions that
include a pressure test of the flexible
drive-shaft and corrective actions
(which include replacing any flexible
drive-shaft that exhibits leakage (any
sign of bubbles within one minute
during the pressure test in water) with
a serviceable flexible drive-shaft), and a
low temperature torque test of the flap
actuators and corrective actions (which
include installing a serviceable actuator
if torque test results are not satisfactory).
This proposed AD would also require
revising the AFM to incorporate a new
temporary revision (TR) into the AFM.
The TR adds maximum flaps operating
speed data and clarifies maximum flaps
extended speeds. This proposed AD
would also modify the Operational
Limitations and the annual simulator
training for ‘‘Flap Zero Landing’’ events.
In addition, this proposed AD also
would require certain maintenance
actions (including checking flap system
components and repairing or replacing
components of the flap system)
following a flap fail event and installing
E:\FR\FM\18DEP1.SGM
18DEP1
Federal Register / Vol. 73, No. 244 / Thursday, December 18, 2008 / Proposed Rules
a cockpit placard that specifies new flap
operating limitations. This proposed AD
would also allow installing modified
flap actuators, which would terminate
certain sections of the operational
procedures.
This proposed AD also re-identifies
the airplanes affected by paragraph
(g)(3) of the existing AD. The
accumulated time on the actuators
specified in paragraphs (g)(3)(i) and
(g)(3)(ii) of this AD has been extended
from ‘‘2,000 flight hours’’ to ‘‘5,000
flight cycles.’’ This proposed AD would
also require repetitive low temperature
torque tests of the flap actuators.
You may obtain further information
by examining the MCAI in the AD
docket.
FAA’s Determination and Requirements
of This Proposed AD
Relevant Service Information
Bombardier has issued the following
service information:
• Service Bulletin 601R–11–090,
dated August 15, 2008;
• Service Bulletin 601R–27–150,
dated July 12, 2007;
• Service Bulletin 601R–27–151,
Revision B, dated June 12, 2008;
• Canadair Regional Jet TR RJ/165–1,
dated August 7, 2008, to the Canadair
Regional Jet Airplane Flight Manual
CSP A–012; and
• Canadair Regional Jet TR 05–035,
dated July 13, 2007, to the Canadair
Regional Jet Aircraft Maintenance
Manual; and Section 27–50–00,
Revision 38, dated January 10, 2008, of
the Canadair Regional Jet Fault Isolation
Manual.
The actions described in this service
information are intended to correct the
unsafe condition identified in the
MCAI.
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 proposed
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
proposed AD.
Clarification of Part Number Reference
In paragraph (g)(3) of AD 2008–01–04,
we referred only to the vendor part
numbers 852D100–19/–21, 853D100–
19/–20, and 854D100–19/–20. In
paragraph (g)(3) of this proposed AD, we
have added the corresponding
Bombardier part numbers 601R93101–
19/–21, 601R93103–19/–20, and
601R93104–19/–20.
rwilkins on PROD1PC63 with PROPOSALS
Method of Compliance With AD 2006–
12–21
Installing flap actuators in accordance
with paragraph (h)(5) of the proposed
AD is acceptable for compliance with
the installation of Number 3 and
Number 4 flap actuators required by
paragraph (h) of AD 2006–12–21,
Amendment 39–14647 (71 FR 34793,
June 16, 2006), for that actuator only.
The remaining requirements of
paragraph (h) of AD 2006–12–21 remain
in effect.
VerDate Aug<31>2005
17:43 Dec 17, 2008
Jkt 217001
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 proposing this
AD because we evaluated all pertinent
information and determined an unsafe
condition exists and is likely to exist or
develop on other products of the same
type design.
Differences Between This AD and the
MCAI or Service Information
Costs of Compliance
Based on the service information, we
estimate that this proposed AD would
affect about 684 products of U.S.
registry. We also estimate that it would
take about 18 work-hours per product to
comply with the basic requirements of
this proposed AD. The average labor
rate is $80 per work-hour. Required
parts would cost a negligible amount
per product. Where the service
information lists required parts costs
that are covered under warranty, we
have assumed that there will be no
charge for these costs. As we do not
control warranty coverage for affected
parties, some parties may incur costs
higher than estimated here. Based on
these figures, we estimate the cost of the
proposed AD on U.S. operators to be
$984,960, or $1,440 per product.
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.
PO 00000
Frm 00002
Fmt 4702
Sfmt 4702
76975
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 proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would 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 proposed regulation:
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 proposed 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.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 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
removing Amendment 39–15329 (73 FR
1964, January 11, 2008) and adding the
following new AD:
Bombardier, Inc. (Formerly Canadair):
Docket No. FAA–2008–1318; Directorate
Identifier 2008–NM–155–AD.
E:\FR\FM\18DEP1.SGM
18DEP1
76976
Federal Register / Vol. 73, No. 244 / Thursday, December 18, 2008 / Proposed Rules
Comments Due Date
(a) We must receive comments by January
20, 2009.
Affected ADs
(b) The proposed AD supersedes AD 2008–
01–04, Amendment 39–15329.
Applicability
(c) This AD applies to Bombardier Model
CL–600–2B19 (Regional Jet Series 100 & 440)
airplanes, certificated in any category, serial
numbers 7003 through 7990 and 8000 and
subsequent.
Subject
(d) Air Transport Association (ATA) of
America Code 27: Flight controls.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
*
*
*
*
*
The Bombardier CL–600–2B19 airplanes
have had a history of flap failures at various
positions for several years. Flap failure may
result in a significant increase in required
landing distances and higher fuel
consumption than planned during a
diversion. * * *
*
*
*
*
*
rwilkins on PROD1PC63 with PROPOSALS
This AD supersedes AD 2008–01–04 and
retains the requirements of that AD, i.e.,
revising the airplane flight manual (AFM) to
incorporate a temporary revision into the
AFM, adding operational procedures into the
AFM, training flight crewmembers and
operational control/dispatch personnel on
the operational procedures, and doing
corrective maintenance actions. This AD also
adds corrective maintenance actions that
include a pressure test of the flexible driveshaft and corrective actions, and a low
temperature torque test of the flap actuators
and corrective actions. This AD also requires
revising the AFM to incorporate a new
temporary revision (TR) into the AFM. The
TR adds maximum flaps operating speed data
and clarifies maximum flaps extended
speeds. This AD also modifies the
Operational Limitations and the annual
simulator training for ‘‘Flap Zero Landing’’
events. In addition, this AD also requires
certain maintenance actions following a flap
fail event and installing a cockpit placard
that specifies new flap operating limitations.
This AD also allows installing modified flap
actuators, which would terminate certain
sections of the operational procedures. This
AD also requires repetitive low temperature
torque tests of the flap actuators.
Requirements of AD 2007–17–07,
Amendment 39–15165: Actions and
Compliance
(f) Unless already done, do the following
actions.
(1) Part I. Airplane Flight Manual (AFM)
Change: Within 30 days after September 5,
2007 (the effective date of AD 2007–17–07),
revise the Canadair Regional Jet Airplane
Flight Manual CSP A–012, by incorporating
the information in Canadair Regional Jet
Temporary Revision (TR) RJ/165, dated July
6, 2007, into the AFM. Accomplishing the
requirements of paragraph (h)(1) of this AD
VerDate Aug<31>2005
17:43 Dec 17, 2008
Jkt 217001
terminates the requirements of this paragraph
and the AFM revision required by this
paragraph may be removed from the AFM.
Note 1: The actions required by paragraph
(f)(1) of this AD may be done by inserting a
copy of Canadair Regional Jet TR RJ/165,
dated July 6, 2007, into the Canadair
Regional Jet Airplane Flight Manual CSP A–
012. When this TR has been included in
general revisions of the AFM, the general
revisions may be inserted in the AFM.
(2) Part II. Operational Procedures: Within
30 days after September 5, 2007, revise the
Limitations Section of the Canadair Regional
Jet Airplane Flight Manual CSP A–012, to
include the following statement. This may be
done by inserting a copy of paragraph (f)(2)
of this AD in the AFM. Accomplishing the
requirements of paragraph (h)(2) of this AD
terminates the requirements of this paragraph
and the AFM revision required by this
paragraph may be removed from the AFM.
‘‘1. Flap Extended Diversion
Upon arrival at the destination airport, an
approach shall not be commenced, nor shall
the flaps be extended beyond the 0 degree
position, unless one of the following
conditions exists:
a. When conducting a precision approach,
the reported visibility (or RVR) is confirmed
to be at or above the visibility associated with
the landing minima for the approach in use,
and can be reasonably expected to remain at
or above this visibility until after landing; or
b. When conducting a non-precision
approach, the reported ceiling and visibility
(or RVR) are confirmed to be at or above the
ceiling and visibility associated with the
landing minima for the approach in use, and
can be reasonably expected to remain at or
above this ceiling and visibility until after
landing; or
c. An emergency or abnormal situation
occurs that requires landing at the nearest
suitable airport; or
d. The fuel remaining is sufficient to
conduct the approach, execute a missed
approach, divert to a suitable airport with the
flaps extended to the landing position,
conduct an approach at the airport and land
with 1000 lb (454 kg) of fuel remaining.
Note 1: The fuel burn factor (as per AFM
TR/165) shall be applied to the normal fuel
consumption for calculation of the flaps
extended missed approach, climb, diversion
and approach fuel consumption.
Note 2: Terrain and weather must allow a
minimum flight altitude not exceeding
15,000 feet along the diversion route.
Note 3: For the purpose of this AD, a
‘‘suitable airport’’ is an airport that has at
least one usable runway, served by an
instrument approach if operating under
Instrument Flight Rules (IFR), and the airport
is equipped as per the applicable regulations
and standards for marking and lighting. The
existing and forecast weather for this airport
shall be at or above landing minima for the
approach in use.
2. Flap Failure After Takeoff
When a takeoff alternate is filed, terrain
and weather must allow a minimum flight
altitude not exceeding 15,000 feet along the
PO 00000
Frm 00003
Fmt 4702
Sfmt 4702
diversion route to that alternate, or other
suitable airport. The fuel at departure shall
be sufficient to divert to the takeoff alternate
or other suitable airport with the flaps
extended to the takeoff position, conduct an
approach and land with 1000 lb (454 kg) of
fuel remaining.
Note: The fuel burn factor (as per AFM TR/
165) shall be applied to the normal fuel
consumption for calculation of the flaps
extended, climb, diversion and approach fuel
consumption.
3. Flap Zero Landing
Operations where all useable runways at
the destination and alternate airports are
forecast to be wet or contaminated (as
defined in the AFM) are prohibited during
the cold weather season (December to March
inclusive in the northern hemisphere) unless
one of the following conditions exists:
a. The flap actuators have been verified
serviceable in accordance with Part C (Low
Temperature Torque Test of the Flap
Actuators) of SB 601R–27–150, July 12, 2007,
or
b. The flight is conducted at a cruise
altitude where the SAT is ¥60 deg C or
warmer. If the SAT in flight is colder than
¥60 deg C, descent to warmer air shall be
initiated within 10 minutes, or
c. The Landing Distance Available on a
useable runway at the destination airport is
at least equal to the actual landing distance
required for flaps zero. This distance shall be
based on Bombardier performance data, and
shall take into account forecast weather and
anticipated runway conditions, or
d. The Landing Distance Available on a
useable runway at the filed alternate airport,
or other suitable airport is at least equal to
the actual landing distance for flaps zero.
This distance shall be based on Bombardier
performance data, and shall take into account
forecast weather and anticipated runway
conditions.
Note 1: If the forecast destination weather
is less than 200 feet above DH or MDA, or
less than 1 mile (1500 meters) above the
authorized landing visibility (or equivalent
RVR), as applied to the usable runway at the
destination airport, condition 3.a., 3.b., or
3.d. above must be satisfied.
Note 2: When conducting No Alternate IFR
(NAIFR) operations, condition 3.a., 3.b., or
3.c. above must be satisfied.’’
(3) Part III. Training: As of 30 days after
September 5, 2007, no affected airplane may
be operated unless the flight crewmembers of
that airplane and the operational control/
dispatch personnel for that airplane have
received training that is acceptable to the
Principal Operations Inspector (POI) on the
operational procedures required by
paragraph (f)(2) of this AD. Accomplishing
the requirements of paragraph (h)(3)(i) of this
AD terminates the requirements of this
paragraph.
(4) Part IV. Maintenance Actions: Within
120 days after September 5, 2007, do the
cleaning and lubrication of the flexible
shafts, installation of metallic seals in the
flexible drive-shafts, and all applicable
related investigative and corrective actions
by doing all the applicable actions specified
E:\FR\FM\18DEP1.SGM
18DEP1
Federal Register / Vol. 73, No. 244 / Thursday, December 18, 2008 / Proposed Rules
in ‘‘PART A’’ of the Accomplishment
Instructions of Bombardier Service Bulletin
601R–27–150, dated July 12, 2007; except if
torque test results are not satisfactory, before
further flight, install a serviceable actuator in
accordance with the service bulletin or, if no
serviceable actuators are available, contact
the Manager, New York Aircraft Certification
Office, FAA, for corrective action. Do all
applicable related investigative and
corrective actions before further flight.
rwilkins on PROD1PC63 with PROPOSALS
Requirements of AD 2008–01–04: Actions
and Compliance With Revised Affected
Airplanes for Paragraph (g)(3)
(g) Unless already done, do the following
actions.
(1) As of November 30, 2008, no affected
airplane may be operated unless the flight
crewmembers of that airplane have received
simulator training on reduced or zero flap
landing that is acceptable to the POI.
Thereafter, this training must be done during
the normal simulator training cycle, at
intervals not to exceed 12 months.
Accomplishing the requirements of
paragraph (h)(3)(ii) of this AD terminates the
requirements of this paragraph.
(2) Within 24 months or 4,000 flight hours
after February 15, 2008 (the effective date of
AD 2008–01–04), whichever occurs first: Do
a pressure test of the flexible drive-shaft, and
do all applicable corrective actions, by doing
all the applicable actions specified in ‘‘PART
B’’ of the Accomplishment Instructions of
Bombardier Service Bulletin 601R–27–150,
dated July 12, 2007. Do all applicable
corrective actions before further flight.
(3) For airplanes having flap actuators, part
numbers (P/Ns), 852D100–19/–21, 853D100–
19/–20, and 854D100–19/–20 (Bombardier P/
Ns 601R93101–19/–21, 601R93103–19/–20,
and 601R93104–19/–20), specified in
paragraphs (g)(3)(i) and (g)(3)(ii) of this AD:
Within 24 months after February 15, 2008, do
a low temperature torque test of the flap
actuators, and do all applicable corrective
actions, by doing all the applicable actions
specified in ‘‘PART C’’ of the
Accomplishment Instructions of Bombardier
Service Bulletin 601R–27–150, dated July 12,
2007. Do all applicable corrective actions
before further flight.
(i) Airplanes having actuators that have not
been repaired and that have accumulated
more than 5,000 flight cycles since new.
(ii) Airplanes having actuators that have
been repaired and that have accumulated
more than 5,000 flight cycles on the inboard
pinion shaft seals, P/Ns 853SC177–1/–2.
New Requirements of This AD: Actions and
Compliance
(h) Unless already done, do the following
actions.
(1) Part I. New AFM Change: Within 30
days after the effective date of this AD, revise
the Canadair Regional Jet Airplane Flight
Manual (AFM) CSP A–012, by incorporating
the information in Canadair Regional Jet
Temporary Revision (TR) RJ/165–1, dated
August 7, 2008, into the airplane flight
manual. Accomplishing this action
terminates the requirements of paragraph
(f)(1) of this AD and after this action has been
done, the AFM revision required by
VerDate Aug<31>2005
17:43 Dec 17, 2008
Jkt 217001
paragraph (f)(1) of this AD may be removed
from the AFM.
Note 2: The actions required by paragraph
(h)(1) of this AD may be done by inserting
a copy of Canadair Regional Jet TR RJ/165–
1, dated August 7, 2008, into the Canadair
Regional Jet AFM CSP A–012. When this TR
has been included in general revisions of the
AFM, the general revisions may be inserted
in the AFM.
(2) Part II. New Operational Procedures:
Within 30 days after the effective date of this
AD, revise the Limitations Section of the
Canadair Regional Jet AFM CSP A–012, to
include the following statement. This may be
done by inserting a copy of paragraph (h)(2)
of this AD into the AFM. Accomplishing this
action terminates the requirements of
paragraph (f)(2) of this AD and after this
action has been done, the AFM revision
required by paragraph (f)(2) of this AD may
be removed from the AFM.
‘‘1. Flap Extended Diversion
Upon arrival at the destination airport, an
approach shall not be commenced, nor shall
the flaps be extended beyond the 0 degree
position, unless one of the following
conditions exists:
a. When conducting a precision approach,
the reported visibility (or RVR) is confirmed
to be at or above the visibility associated with
the landing minima for the approach in use,
and can be reasonably expected to remain at
or above this visibility until after landing; or
b. When conducting a non-precision
approach, the reported ceiling and visibility
(or RVR) are confirmed to be at or above the
ceiling and visibility associated with the
landing minima for the approach in use, and
can be reasonably expected to remain at or
above this ceiling and visibility until after
landing; or
c. An emergency or abnormal situation
occurs that requires landing at the nearest
suitable airport; or
d. The fuel remaining is sufficient to
conduct the approach, execute a missed
approach, divert to a suitable airport with the
flaps extended to the landing position,
conduct an approach at the airport and land
with 1000 lb (454 kg) of fuel remaining.
Note 1: The fuel burn factor (as per AFM
TR/165) shall be applied to the normal fuel
consumption for calculation of the flaps
extended missed approach, climb, diversion
and approach fuel consumption.
Note 2: Terrain and weather must allow a
minimum flight altitude not exceeding
15,000 feet along the diversion route.
Note 3: For the purpose of this AD, a
‘‘suitable airport’’ is an airport that has at
least one usable runway, served by an
instrument approach if operating under
Instrument Flight Rules (IFR), and the airport
is equipped as per the applicable regulations
and standards for marking and lighting. The
existing and forecast weather for this airport
shall be at or above landing minima for the
approach in use.
2. Flap Failure After Takeoff
When a takeoff alternate is filed, terrain
and weather must allow a minimum flight
altitude not exceeding 15,000 feet along the
PO 00000
Frm 00004
Fmt 4702
Sfmt 4702
76977
diversion route to that alternate, or other
suitable airport. The fuel at departure shall
be sufficient to divert to the takeoff alternate
or other suitable airport with the flaps
extended to the takeoff position, conduct an
approach and land with 1000 lb (454 kg) of
fuel remaining.
Note: The fuel burn factor (as per AFM TR/
165) shall be applied to the normal fuel
consumption for calculation of the flaps
extended, climb, diversion and approach fuel
consumption.
3. Flap Zero Landing
Operations where all useable runways at
the destination and alternate airports are
forecast to be wet or contaminated (as
defined in the AFM) are prohibited during
the cold weather season (December to March
inclusive in the northern hemisphere) unless
one of the following four conditions (a.
through d.) exists:
a. Each installed flap actuator meets one of
the following three conditions:
(i) Actuators have less than 5000 flight
cycles (FC) since new or overhaul and/or the
actuators have been verified serviceable in
accordance with Part C (Low Temperature
Torque Test of the Flap Actuators) of
Bombardier Service Bulletin (SB) 601R–27–
150, issued July 12, 2007, or
(ii) Actuators have P/N 601R93101–19/–21
(Vendor P/N 852D100–19/–21), P/N
601R93103–19/–20 (Vendor P/N 853D100–
19/–20), or P/N 601R93104–19/–20 (Vendor
P/N 854D100–19/–20), and have less than
5000 FC since repair (where it can be shown
that the actuator inboard pinion seals, Eaton
P/Ns 853SC177–1 and –2, were replaced), or
(iii) Actuators have P/N 601R93101–23/–25
(Vendor P/N 852D100–23/–25) installed at all
inboard flap positions, P/N 601R93103–23/–
24 (Vendor P/N 853D100–23/–24) installed at
outboard flap No.3 position, and P/N
601R93104–23/–24 (Vendor P/N 854D100–
23/–24) installed at outboard flap No.4
position.
b. Pre-dispatch forecast ground
temperature at the time of arrival at
destination airport is above ¥25 deg C,
utilizing a reliable weather forecast service
acceptable to the principal operations
inspector (POI).
c. The Landing Distance Available on a
useable runway at the destination airport is
at least equal to the actual landing distance
required for flaps zero. This distance shall be
based on Bombardier performance data, and
shall take into account forecast weather and
anticipated runway conditions.
d. The Landing Distance Available on a
useable runway at the filed alternate airport,
or other suitable airport is at least equal to
the actual landing distance for flaps zero.
This distance shall be based on Bombardier
performance data, and shall take into account
forecast weather and anticipated runway
conditions.
Note 1: If the forecast destination weather
is less than 200 feet above DH or MDA, or
less than 1 mile (1500 meters) above the
authorized landing visibility (or equivalent
RVR), as applied to the usable runway at the
destination airport, condition 3.a., 3.b., or
3.d. above must be satisfied.
E:\FR\FM\18DEP1.SGM
18DEP1
76978
Federal Register / Vol. 73, No. 244 / Thursday, December 18, 2008 / Proposed Rules
Note 2: When conducting No Alternate IFR
(NAIFR) operations, condition 3.a., 3.b., or
3.c. above must be satisfied.’’
rwilkins on PROD1PC63 with PROPOSALS
4. Dispatch Following a Flap Failed Event
If normal flap system operation can be
restored after an on-ground system reset,
continued revenue operation of that airplane
is permitted, provided conditions a., and b.,
and c. or d., below are satisfied:
a. Prior to dispatch following an on-ground
circuit breaker reset, the flaps must be
operated for five full extension/retraction
cycles by the flight crew with no subsequent
failures.
b. Prior to dispatch following an on-ground
circuit breaker reset, the thrust reversers,
ground spoilers and brake system are verified
operational prior to each flight.
c. The Landing Distance Available on a
useable runway at the destination airport is
at least equal to the actual landing distance
required for flaps zero. This distance shall be
based on Bombardier performance data, and
shall take into account forecast weather and
anticipated runway conditions.
d. The Landing Distance Available on a
useable runway at the filed alternate airport,
or other suitable airport is at least equal to
the actual landing distance for flaps zero.
This distance shall be based on Bombardier
performance data, and shall take into account
forecast weather and anticipated runway
conditions.
Note 1: If the forecast destination weather
is less than 200 feet above DH or MDA, or
less than 1 mile (1500 meters) above the
authorized landing visibility (or equivalent
RVR), as applied to the usable runway at the
destination airport, condition 4.d. above
must be satisfied.
Note 2: When conducting No Alternate IFR
(NAIFR) operations, condition 4.c. above
must be satisfied.’’
(3) Part III. New Training: Do the
requirements specified in paragraphs (h)(3)(i)
and (h)(3)(ii) of this AD.
(i) As of 30 days after the effective date of
this AD, no affected airplane may be operated
unless the flight crewmembers of that
airplane and the operational control/dispatch
personnel for that airplane have received
training that is acceptable to the Principal
Operations Inspector (POI) on the operational
procedures required by paragraph (h)(2) of
this AD. Accomplishing this action
terminates the requirements specified in
paragraph (f)(3) of this AD.
(ii) As of September 30, 2009, no affected
airplane may be operated unless the flight
crewmembers of that airplane have received
simulator training on reduced or zero flap
landing that is acceptable to the Principal
Operations Inspector (POI). Thereafter, this
training must be done during the normal
simulator training cycle, at intervals not to
exceed 12 months. Accomplishing this action
terminates the requirements specified in
paragraph (g)(1) of this AD.
(4) Part IV. New Maintenance Action: For
airplanes on which the low temperature
torque test of the flap actuators is required by
paragraph (g)(3) of this AD: Within 12
months after doing the low temperature
torque test specified in paragraph (g)(3) of
VerDate Aug<31>2005
17:43 Dec 17, 2008
Jkt 217001
this AD, do a low temperature torque test of
the flap actuators, and do all applicable
corrective actions specified in Part C of the
Accomplishment Instructions of Bombardier
Service Bulletin 601R–27–150, dated July 12,
2007. Do all applicable corrective actions
before further flight. For airplanes identified
in paragraphs (h)(4)(i) and (h)(4)(ii) of this
AD, repeat the low temperature torque test
thereafter at intervals not to exceed 12
months.
(i) Airplanes having actuators that have not
been repaired and that have accumulated
more than 5,000 flight cycles since new.
(ii) Airplanes having actuators that have
been repaired and that have accumulated
more than 5,000 flight cycles on the inboard
pinion shaft seals, P/Ns 853SC177–1/–2.
(5) Part IV. New Optional Maintenance
Action: Installation of actuators having P/N
601R93101–23/–25 (Vendor P/N 852D100–
23/–25), P/N 601R93103–23/–24 (Vendor P/
N 853D100–23/–24), and P/N 601R93104–23/
–24 (Vendor P/N 854D100–23/–24) in
accordance with Bombardier Service Bulletin
601R–27–151, Revision B, dated June 12,
2008, terminates the requirements of
paragraph ‘‘3. Flap Zero Landing,’’ of the
statement required by paragraph (h)(2) of this
AD. After doing the installation specified in
this paragraph, paragraph ‘‘3. Flap Zero
Landing,’’ specified in paragraph (h)(2) of
this AD, may be removed from the
limitations section of the AFM.
(6) Part V. Dispatch following a flap fail
event: For airplanes on which a flap fail
message occurs, prior to further flight, do all
applicable maintenance actions in
accordance with Section 27–50–00 of the
Bombardier CRJ100/200/440 Fault Isolation
Manual (FIM) CSP A–009, Revision 38, dated
January 10, 2008; except if maintenance
actions cannot be done and normal flap
system operation can be restored after an onground circuit breaker reset operation, then
continued revenue operation is permitted
without further maintenance action for up to
10 flight cycles, subject to the operating
limitations specified by the procedure titled
‘‘4. Dispatch Following a Flap Failed Event,’’
specified in paragraph (h)(2) of this AD;
except as provided by paragraphs (h)(6)(i)
and (h)(6)(ii) of this AD. The circuit breaker
reset operation can be performed by the
flightcrew when authorized by the operator’s
maintenance control organization.
(i) Within 10 flight cycles following the
initial on-ground circuit breaker reset
operation, do the maintenance actions
specified in paragraph (h)(6) of this AD.
(ii) If another flap fail event occurs any
time after the initial circuit breaker reset
operation, do the maintenance actions
specified in paragraph (h)(6) of this AD
before further flight.
(7) Part V. Operators are required to report
all fault data, including flaps electronic
control unit (FECU) codes, to Bombardier
within 30 days after each failure occurrence,
or 30 days after the effective date of this AD,
in accordance with Task 05–51–50–980–801
as introduced in the Canadair Regional Jet TR
05–035, dated July 13, 2007, to the Canadair
Regional Jet Aircraft Maintenance Manual
(AMM).
(8) Part VI. Cockpit Placard: Within 120
days after the effective date of this AD, install
PO 00000
Frm 00005
Fmt 4702
Sfmt 4702
a flight compartment placard in accordance
with Bombardier Service Bulletin 601R–11–
090, dated August 15, 2008.
Method of Compliance With AD 2006–12–21
(i) Installing flap actuators in accordance
with paragraph (h)(5) of this AD is acceptable
for compliance with the installation of
Number 3 and Number 4 flap actuators
required by paragraph (h) of AD 2006–12–21,
Amendment 39–14647. All other
requirements of paragraph (h) of AD 2006–
12–21 are still applicable and must be
complied with.
FAA AD Differences
Note 3: This AD differs from the MCAI
and/or service information as follows:
(1) The maintenance tasks specified in the
first row of the table in ‘‘Part IV. Maintenance
Actions’’ of the MCAI do not specify a
corrective action if an actuator is not
serviceable (i.e., torque test results are not
satisfactory). However, this AD requires
contacting the FAA or installing a serviceable
actuator before further flight if torque test
results are not satisfactory. (Reference
paragraph (f)(4) of this AD.)
(2) Although paragraph 2. of ‘‘Part III.
Training’’ of the MCAI recommends
accomplishing the new training within 1
year, this AD requires accomplishing the
training before September 30, 2009, in order
to ensure that the actions are completed prior
to the onset of cold weather operations.
(3) For the Flaps Zero Landing
Requirements of Part II 3.a (i), the MCAI
refers to actuators with less than 5,000 flight
cycles. We have clarified sub-paragraph
3.a.(i) of paragraph ‘‘3. Flap Zero Landing,’’
of the statement specified in paragraph (h)(2)
of this AD that the 5,000 flight cycles is since
new or overhauled.
(4) For the Flaps Zero Landing
requirements of Part II.3 c., the MCAI
requires a pre-dispatch forecast ground
temperature at the time of arrival at the
destination airport to be above ¥25 deg C.
This AD clarifies sub-paragraph 3.b. of
paragraph ‘‘3. Flap Zero Landing,’’ of the
statement specified in paragraph (h)(2) of this
AD that the source of the forecast is to be a
reliable weather forecast service acceptable to
the principal operations inspector.
Other FAA AD Provisions
(j) The following provisions also apply to
this AD:
(1)(i) Alternative Methods of Compliance
(AMOCs): The Manager, New York 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. Send information to ATTN: Dan
Parrillo, Aerospace Engineer, Systems and
Flight Test Branch, ANE–171, FAA, New
York ACO, 1600 Stewart Avenue, Suite 410,
Westbury, New York 11590; telephone (516)
228–7305; fax (516) 794–5531. Before using
any approved AMOC on any airplane to
which the AMOC applies, notify your
appropriate principal inspector (PI) in the
FAA Flight Standards District Office (FSDO),
or lacking a PI, your local FSDO.
(ii) AMOCs approved previously in
accordance with AD 2008–01–04 are
E:\FR\FM\18DEP1.SGM
18DEP1
76979
Federal Register / Vol. 73, No. 244 / Thursday, December 18, 2008 / Proposed Rules
approved as AMOCs for the corresponding
provisions of 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 FAAapproved 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.
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act,
the Office of Management and Budget (OMB)
has approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(k) Refer to MCAI Canadian Airworthiness
Directive CF–2007–10R1, dated August 18,
2008, and the service information identified
in Table 1 of this AD for related information.
TABLE 1—RELATED SERVICE INFORMATION
Service information
Revision level
Bombardier Service Bulletin 601R–27–150 ..................................................................
Bombardier Service Bulletin 601R–27–151 ..................................................................
Bombardier Service Bulletin 601R–11–090 ..................................................................
Canadair Regional Jet TR RJ/165 to the Canadair Regional Jet AFM CSP A–012 ....
Canadair Regional Jet TR RJ/165–1 to the Canadair Regional Jet AFM CSP A–012
Canadair Regional Jet TR 05–035 to the Canadair Regional Jet AMM .......................
Section 27–50–00 of the Canadair Regional Jet CRJ100/200/440 FIM .......................
Original ...............................
B .........................................
Original ...............................
Original ...............................
Original ...............................
Original ...............................
38 .......................................
Issued in Renton, Washington, on
December 11, 2008.
Dionne Palermo,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E8–30037 Filed 12–17–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–1319; Directorate
Identifier 2008–CE–071–AD]
RIN 2120–AA64
Airworthiness Directives; Cessna
Aircraft Company Models 208 and
208B Airplanes
rwilkins on PROD1PC63 with PROPOSALS
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
SUMMARY: We propose to adopt a new
airworthiness directive (AD) for certain
Cessna Aircraft Company (Cessna)
Models 208 and 208B airplanes. This
proposed AD would require you to
modify the aileron carry-through cable
attachment to the aileron upper
quadrant with parts of improved design.
This proposed AD results from reports
of a ‘‘catch’’ in the aileron control
system when the control yoke is turned.
We are proposing this AD to prevent the
cable attach fitting on the aileron upper
quadrant assembly from rotating and
possibly contacting or interfering with
the aileron lower quadrant assembly,
which could result in limited roll
control and reduced handling
capabilties.
VerDate Aug<31>2005
17:43 Dec 17, 2008
Jkt 217001
DATES: We must receive comments on
this proposed AD by February 17, 2009.
ADDRESSES: Use one of the following
addresses to comment on this proposed
AD:
• Federal eRulemaking Portal: Go to
https://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.
For service information identified in
this proposed AD, contact Cessna
Aircraft Company, P.O. Box 7704,
Wichita, Kansas 67277; telephone: (800)
423–7762 or (316) 517–6056; Internet:
https://www.cessna.com.
FOR FURTHER INFORMATION CONTACT: Ann
Johnson, Aerospace Engineer, FAA,
Wichita Aircraft Certification Office,
1801 Airport Road, Room 100, Wichita,
Kansas 67209; telephone: 316–946–
4105; fax: 316–946–4107; e-mail
address: ann.johnson@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments
regarding this proposed AD. Send your
comments to an address listed under the
ADDRESSES section. Include the docket
number, ‘‘FAA–2008–1319; Directorate
Identifier 2008–CE–071–AD’’ at the
beginning of your comments. We
specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
PO 00000
Frm 00006
Fmt 4702
Sfmt 4702
Date
July 12, 2007.
June 12, 2008.
August 15, 2008.
July 6, 2007.
August 7, 2008.
July 13, 2007.
January 10, 2008.
the proposed AD. We will consider all
comments received by the closing date
and may amend the proposed AD in
light of those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
concerning this proposed AD.
Discussion
We have reports of a ‘‘catch’’ in the
aileron control system when the control
yoke is turned on a Cessna Aircraft
Company (Cessna) Model 208 airplane.
The ‘‘catch’’ is caused by the cable
end fitting, part number (P/N) 2660033,
rotating out of its normal position and
rubbing against the lower aileron
quadrant assembly, P/N 2660032–7.
The reason that the cable end fitting
rotates is unknown. Tension on the
cable is what has been keeping the
fitting flat and preventing rotation.
Cessna Aircraft Company has
reconfigured the design of the existing
nut on the cable fitting with two jam
nuts, a spring washer, and safety wire to
prevent rotation of the cable end.
This condition, if not corrected, could
result in limited roll control and
reduced handling capabilties.
Relevant Service Information
We have reviewed Cessna Caravan
Service Bulletin CAB08–6, dated
October 27, 2008.
The service information describes
procedures for modifying the aileron
carry-through cable attachment to the
aileron upper quadrant.
FAA’s Determination and Requirements
of the Proposed AD
We are proposing this AD because we
evaluated all information and
determined the unsafe condition
E:\FR\FM\18DEP1.SGM
18DEP1
]]>Agencies
[Federal Register Volume 73, Number 244 (Thursday, December 18, 2008)]
[Proposed Rules]
[Pages 76974-76979]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-30037]
========================================================================
Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
========================================================================
Federal Register / Vol. 73, No. 244 / Thursday, December 18, 2008 /
Proposed Rules
[[Page 76974]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-1318; Directorate Identifier 2008-NM-155-AD]
RIN 2120-AA64
Airworthiness Directives; Bombardier Model CL-600-2B19 (Regional
Jet Series 100 & 440) Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above that would supersede an existing AD. This
proposed 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:
* * * * ** *
The Bombardier CL-600-2B19 airplanes have had a history of flap
failures at various positions for several years. Flap failure may
result in a significant increase in required landing distances and
higher fuel consumption than planned during a diversion. * * *
* * * * *
The proposed AD would require actions that are intended to address the
unsafe condition described in the MCAI.
DATES: We must receive comments on this proposed AD by January 20,
2009.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://
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 https://
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 proposed 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: Dan Parrillo, Aerospace Engineer,
Systems and Flight Test Branch, ANE-171, FAA, New York ACO, 1600
Stewart Avenue, Suite 410, Westbury, New York 11590; telephone (516)
228-7305; fax (516) 794-5531.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2008-1318;
Directorate Identifier 2008-NM-155-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD based on those comments.
We will post all comments we receive, without change, to https://
www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On January 3, 2008, we issued AD 2008-01-04, Amendment 39-15329 (73
FR 1964, January 11, 2008), which superseded AD 2007-17-07, Amendment
39-15165 (72 FR 46555, August 21, 2007). That AD required actions
intended to address an unsafe condition on the products listed above.
Since we issued AD 2008-01-04, we received a report that the AD was
not effective in reducing the number of flap failures on Model CL-600-
2B19 airplanes. Transport Canada Civil Aviation (TCCA), which is the
aviation authority for Canada, has issued Canadian Airworthiness
Directive CF-2007-10R1, dated August 18, 2008 (referred to after this
as ``the MCAI''), to correct an unsafe condition for the specified
products. The MCAI states:
* * * * *
The Bombardier CL-600-2B19 airplanes have had a history of flap
failures at various positions for several years. Flap failure may
result in a significant increase in required landing distances and
higher fuel consumption than planned during a diversion. * * *
* * * * *
This proposed AD would supersede AD 2008-01-04 and would retain the
requirements of that AD, i.e., revising the airplane flight manual
(AFM) to incorporate a temporary revision into the AFM, adding
operational procedures into the AFM, training flight crewmembers and
operational control/dispatch personnel on the operational procedures,
and doing corrective maintenance actions.
This proposed AD would also add corrective maintenance actions that
include a pressure test of the flexible drive-shaft and corrective
actions (which include replacing any flexible drive-shaft that exhibits
leakage (any sign of bubbles within one minute during the pressure test
in water) with a serviceable flexible drive-shaft), and a low
temperature torque test of the flap actuators and corrective actions
(which include installing a serviceable actuator if torque test results
are not satisfactory).
This proposed AD would also require revising the AFM to incorporate
a new temporary revision (TR) into the AFM. The TR adds maximum flaps
operating speed data and clarifies maximum flaps extended speeds. This
proposed AD would also modify the Operational Limitations and the
annual simulator training for ``Flap Zero Landing'' events.
In addition, this proposed AD also would require certain
maintenance actions (including checking flap system components and
repairing or replacing components of the flap system) following a flap
fail event and installing
[[Page 76975]]
a cockpit placard that specifies new flap operating limitations. This
proposed AD would also allow installing modified flap actuators, which
would terminate certain sections of the operational procedures.
This proposed AD also re-identifies the airplanes affected by
paragraph (g)(3) of the existing AD. The accumulated time on the
actuators specified in paragraphs (g)(3)(i) and (g)(3)(ii) of this AD
has been extended from ``2,000 flight hours'' to ``5,000 flight
cycles.'' This proposed AD would also require repetitive low
temperature torque tests of the flap actuators.
You may obtain further information by examining the MCAI in the AD
docket.
Relevant Service Information
Bombardier has issued the following service information:
Service Bulletin 601R-11-090, dated August 15, 2008;
Service Bulletin 601R-27-150, dated July 12, 2007;
Service Bulletin 601R-27-151, Revision B, dated June 12,
2008;
Canadair Regional Jet TR RJ/165-1, dated August 7, 2008,
to the Canadair Regional Jet Airplane Flight Manual CSP A-012; and
Canadair Regional Jet TR 05-035, dated July 13, 2007, to
the Canadair Regional Jet Aircraft Maintenance Manual; and Section 27-
50-00, Revision 38, dated January 10, 2008, of the Canadair Regional
Jet Fault Isolation Manual.
The actions described in this service information are intended to
correct the unsafe condition identified in the MCAI.
Clarification of Part Number Reference
In paragraph (g)(3) of AD 2008-01-04, we referred only to the
vendor part numbers 852D100-19/-21, 853D100-19/-20, and 854D100-19/-20.
In paragraph (g)(3) of this proposed AD, we have added the
corresponding Bombardier part numbers 601R93101-19/-21, 601R93103-19/-
20, and 601R93104-19/-20.
Method of Compliance With AD 2006-12-21
Installing flap actuators in accordance with paragraph (h)(5) of
the proposed AD is acceptable for compliance with the installation of
Number 3 and Number 4 flap actuators required by paragraph (h) of AD
2006-12-21, Amendment 39-14647 (71 FR 34793, June 16, 2006), for that
actuator only. The remaining requirements of paragraph (h) of AD 2006-
12-21 remain in effect.
FAA's Determination and Requirements of This Proposed 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 proposing this AD because we
evaluated all pertinent information and determined an unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
Differences Between This 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 proposed 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 proposed AD.
Costs of Compliance
Based on the service information, we estimate that this proposed AD
would affect about 684 products of U.S. registry. We also estimate that
it would take about 18 work-hours per product to comply with the basic
requirements of this proposed AD. The average labor rate is $80 per
work-hour. Required parts would cost a negligible amount per product.
Where the service information lists required parts costs that are
covered under warranty, we have assumed that there will be no charge
for these costs. As we do not control warranty coverage for affected
parties, some parties may incur costs higher than estimated here. Based
on these figures, we estimate the cost of the proposed AD on U.S.
operators to be $984,960, or $1,440 per product.
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 proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 proposed
regulation:
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 proposed 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.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by removing Amendment 39-15329 (73 FR
1964, January 11, 2008) and adding the following new AD:
Bombardier, Inc. (Formerly Canadair): Docket No. FAA-2008-1318;
Directorate Identifier 2008-NM-155-AD.
[[Page 76976]]
Comments Due Date
(a) We must receive comments by January 20, 2009.
Affected ADs
(b) The proposed AD supersedes AD 2008-01-04, Amendment 39-
15329.
Applicability
(c) This AD applies to Bombardier Model CL-600-2B19 (Regional
Jet Series 100 & 440) airplanes, certificated in any category,
serial numbers 7003 through 7990 and 8000 and subsequent.
Subject
(d) Air Transport Association (ATA) of America Code 27: Flight
controls.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
* * * * *
The Bombardier CL-600-2B19 airplanes have had a history of flap
failures at various positions for several years. Flap failure may
result in a significant increase in required landing distances and
higher fuel consumption than planned during a diversion. * * *
* * * * *
This AD supersedes AD 2008-01-04 and retains the requirements of
that AD, i.e., revising the airplane flight manual (AFM) to
incorporate a temporary revision into the AFM, adding operational
procedures into the AFM, training flight crewmembers and operational
control/dispatch personnel on the operational procedures, and doing
corrective maintenance actions. This AD also adds corrective
maintenance actions that include a pressure test of the flexible
drive-shaft and corrective actions, and a low temperature torque
test of the flap actuators and corrective actions. This AD also
requires revising the AFM to incorporate a new temporary revision
(TR) into the AFM. The TR adds maximum flaps operating speed data
and clarifies maximum flaps extended speeds. This AD also modifies
the Operational Limitations and the annual simulator training for
``Flap Zero Landing'' events. In addition, this AD also requires
certain maintenance actions following a flap fail event and
installing a cockpit placard that specifies new flap operating
limitations. This AD also allows installing modified flap actuators,
which would terminate certain sections of the operational
procedures. This AD also requires repetitive low temperature torque
tests of the flap actuators.
Requirements of AD 2007-17-07, Amendment 39-15165: Actions and
Compliance
(f) Unless already done, do the following actions.
(1) Part I. Airplane Flight Manual (AFM) Change: Within 30 days
after September 5, 2007 (the effective date of AD 2007-17-07),
revise the Canadair Regional Jet Airplane Flight Manual CSP A-012,
by incorporating the information in Canadair Regional Jet Temporary
Revision (TR) RJ/165, dated July 6, 2007, into the AFM.
Accomplishing the requirements of paragraph (h)(1) of this AD
terminates the requirements of this paragraph and the AFM revision
required by this paragraph may be removed from the AFM.
Note 1: The actions required by paragraph (f)(1) of this AD may
be done by inserting a copy of Canadair Regional Jet TR RJ/165,
dated July 6, 2007, into the Canadair Regional Jet Airplane Flight
Manual CSP A-012. When this TR has been included in general
revisions of the AFM, the general revisions may be inserted in the
AFM.
(2) Part II. Operational Procedures: Within 30 days after
September 5, 2007, revise the Limitations Section of the Canadair
Regional Jet Airplane Flight Manual CSP A-012, to include the
following statement. This may be done by inserting a copy of
paragraph (f)(2) of this AD in the AFM. Accomplishing the
requirements of paragraph (h)(2) of this AD terminates the
requirements of this paragraph and the AFM revision required by this
paragraph may be removed from the AFM.
``1. Flap Extended Diversion
Upon arrival at the destination airport, an approach shall not
be commenced, nor shall the flaps be extended beyond the 0 degree
position, unless one of the following conditions exists:
a. When conducting a precision approach, the reported visibility
(or RVR) is confirmed to be at or above the visibility associated
with the landing minima for the approach in use, and can be
reasonably expected to remain at or above this visibility until
after landing; or
b. When conducting a non-precision approach, the reported
ceiling and visibility (or RVR) are confirmed to be at or above the
ceiling and visibility associated with the landing minima for the
approach in use, and can be reasonably expected to remain at or
above this ceiling and visibility until after landing; or
c. An emergency or abnormal situation occurs that requires
landing at the nearest suitable airport; or
d. The fuel remaining is sufficient to conduct the approach,
execute a missed approach, divert to a suitable airport with the
flaps extended to the landing position, conduct an approach at the
airport and land with 1000 lb (454 kg) of fuel remaining.
Note 1: The fuel burn factor (as per AFM TR/165) shall be
applied to the normal fuel consumption for calculation of the flaps
extended missed approach, climb, diversion and approach fuel
consumption.
Note 2: Terrain and weather must allow a minimum flight altitude
not exceeding 15,000 feet along the diversion route.
Note 3: For the purpose of this AD, a ``suitable airport'' is an
airport that has at least one usable runway, served by an instrument
approach if operating under Instrument Flight Rules (IFR), and the
airport is equipped as per the applicable regulations and standards
for marking and lighting. The existing and forecast weather for this
airport shall be at or above landing minima for the approach in use.
2. Flap Failure After Takeoff
When a takeoff alternate is filed, terrain and weather must
allow a minimum flight altitude not exceeding 15,000 feet along the
diversion route to that alternate, or other suitable airport. The
fuel at departure shall be sufficient to divert to the takeoff
alternate or other suitable airport with the flaps extended to the
takeoff position, conduct an approach and land with 1000 lb (454 kg)
of fuel remaining.
Note: The fuel burn factor (as per AFM TR/165) shall be applied
to the normal fuel consumption for calculation of the flaps
extended, climb, diversion and approach fuel consumption.
3. Flap Zero Landing
Operations where all useable runways at the destination and
alternate airports are forecast to be wet or contaminated (as
defined in the AFM) are prohibited during the cold weather season
(December to March inclusive in the northern hemisphere) unless one
of the following conditions exists:
a. The flap actuators have been verified serviceable in
accordance with Part C (Low Temperature Torque Test of the Flap
Actuators) of SB 601R-27-150, July 12, 2007, or
b. The flight is conducted at a cruise altitude where the SAT is
-60 deg C or warmer. If the SAT in flight is colder than -60 deg C,
descent to warmer air shall be initiated within 10 minutes, or
c. The Landing Distance Available on a useable runway at the
destination airport is at least equal to the actual landing distance
required for flaps zero. This distance shall be based on Bombardier
performance data, and shall take into account forecast weather and
anticipated runway conditions, or
d. The Landing Distance Available on a useable runway at the
filed alternate airport, or other suitable airport is at least equal
to the actual landing distance for flaps zero. This distance shall
be based on Bombardier performance data, and shall take into account
forecast weather and anticipated runway conditions.
Note 1: If the forecast destination weather is less than 200
feet above DH or MDA, or less than 1 mile (1500 meters) above the
authorized landing visibility (or equivalent RVR), as applied to the
usable runway at the destination airport, condition 3.a., 3.b., or
3.d. above must be satisfied.
Note 2: When conducting No Alternate IFR (NAIFR) operations,
condition 3.a., 3.b., or 3.c. above must be satisfied.''
[/FOL LIT](3) Part III. Training: As of 30 days after September
5, 2007, no affected airplane may be operated unless the flight
crewmembers of that airplane and the operational control/dispatch
personnel for that airplane have received training that is
acceptable to the Principal Operations Inspector (POI) on the
operational procedures required by paragraph (f)(2) of this AD.
Accomplishing the requirements of paragraph (h)(3)(i) of this AD
terminates the requirements of this paragraph.
(4) Part IV. Maintenance Actions: Within 120 days after
September 5, 2007, do the cleaning and lubrication of the flexible
shafts, installation of metallic seals in the flexible drive-shafts,
and all applicable related investigative and corrective actions by
doing all the applicable actions specified
[[Page 76977]]
in ``PART A'' of the Accomplishment Instructions of Bombardier
Service Bulletin 601R-27-150, dated July 12, 2007; except if torque
test results are not satisfactory, before further flight, install a
serviceable actuator in accordance with the service bulletin or, if
no serviceable actuators are available, contact the Manager, New
York Aircraft Certification Office, FAA, for corrective action. Do
all applicable related investigative and corrective actions before
further flight.
Requirements of AD 2008-01-04: Actions and Compliance With Revised
Affected Airplanes for Paragraph (g)(3)
(g) Unless already done, do the following actions.
(1) As of November 30, 2008, no affected airplane may be
operated unless the flight crewmembers of that airplane have
received simulator training on reduced or zero flap landing that is
acceptable to the POI. Thereafter, this training must be done during
the normal simulator training cycle, at intervals not to exceed 12
months. Accomplishing the requirements of paragraph (h)(3)(ii) of
this AD terminates the requirements of this paragraph.
(2) Within 24 months or 4,000 flight hours after February 15,
2008 (the effective date of AD 2008-01-04), whichever occurs first:
Do a pressure test of the flexible drive-shaft, and do all
applicable corrective actions, by doing all the applicable actions
specified in ``PART B'' of the Accomplishment Instructions of
Bombardier Service Bulletin 601R-27-150, dated July 12, 2007. Do all
applicable corrective actions before further flight.
(3) For airplanes having flap actuators, part numbers (P/Ns),
852D100-19/-21, 853D100-19/-20, and 854D100-19/-20 (Bombardier P/Ns
601R93101-19/-21, 601R93103-19/-20, and 601R93104-19/-20), specified
in paragraphs (g)(3)(i) and (g)(3)(ii) of this AD: Within 24 months
after February 15, 2008, do a low temperature torque test of the
flap actuators, and do all applicable corrective actions, by doing
all the applicable actions specified in ``PART C'' of the
Accomplishment Instructions of Bombardier Service Bulletin 601R-27-
150, dated July 12, 2007. Do all applicable corrective actions
before further flight.
(i) Airplanes having actuators that have not been repaired and
that have accumulated more than 5,000 flight cycles since new.
(ii) Airplanes having actuators that have been repaired and that
have accumulated more than 5,000 flight cycles on the inboard pinion
shaft seals, P/Ns 853SC177-1/-2.
New Requirements of This AD: Actions and Compliance
(h) Unless already done, do the following actions.
(1) Part I. New AFM Change: Within 30 days after the effective
date of this AD, revise the Canadair Regional Jet Airplane Flight
Manual (AFM) CSP A-012, by incorporating the information in Canadair
Regional Jet Temporary Revision (TR) RJ/165-1, dated August 7, 2008,
into the airplane flight manual. Accomplishing this action
terminates the requirements of paragraph (f)(1) of this AD and after
this action has been done, the AFM revision required by paragraph
(f)(1) of this AD may be removed from the AFM.
Note 2: The actions required by paragraph (h)(1) of this AD may
be done by inserting a copy of Canadair Regional Jet TR RJ/165-1,
dated August 7, 2008, into the Canadair Regional Jet AFM CSP A-012.
When this TR has been included in general revisions of the AFM, the
general revisions may be inserted in the AFM.
(2) Part II. New Operational Procedures: Within 30 days after
the effective date of this AD, revise the Limitations Section of the
Canadair Regional Jet AFM CSP A-012, to include the following
statement. This may be done by inserting a copy of paragraph (h)(2)
of this AD into the AFM. Accomplishing this action terminates the
requirements of paragraph (f)(2) of this AD and after this action
has been done, the AFM revision required by paragraph (f)(2) of this
AD may be removed from the AFM.
``1. Flap Extended Diversion
Upon arrival at the destination airport, an approach shall not
be commenced, nor shall the flaps be extended beyond the 0 degree
position, unless one of the following conditions exists:
a. When conducting a precision approach, the reported visibility
(or RVR) is confirmed to be at or above the visibility associated
with the landing minima for the approach in use, and can be
reasonably expected to remain at or above this visibility until
after landing; or
b. When conducting a non-precision approach, the reported
ceiling and visibility (or RVR) are confirmed to be at or above the
ceiling and visibility associated with the landing minima for the
approach in use, and can be reasonably expected to remain at or
above this ceiling and visibility until after landing; or
c. An emergency or abnormal situation occurs that requires
landing at the nearest suitable airport; or
d. The fuel remaining is sufficient to conduct the approach,
execute a missed approach, divert to a suitable airport with the
flaps extended to the landing position, conduct an approach at the
airport and land with 1000 lb (454 kg) of fuel remaining.
Note 1: The fuel burn factor (as per AFM TR/165) shall be
applied to the normal fuel consumption for calculation of the flaps
extended missed approach, climb, diversion and approach fuel
consumption.
Note 2: Terrain and weather must allow a minimum flight altitude
not exceeding 15,000 feet along the diversion route.
Note 3: For the purpose of this AD, a ``suitable airport'' is an
airport that has at least one usable runway, served by an instrument
approach if operating under Instrument Flight Rules (IFR), and the
airport is equipped as per the applicable regulations and standards
for marking and lighting. The existing and forecast weather for this
airport shall be at or above landing minima for the approach in use.
2. Flap Failure After Takeoff
When a takeoff alternate is filed, terrain and weather must
allow a minimum flight altitude not exceeding 15,000 feet along the
diversion route to that alternate, or other suitable airport. The
fuel at departure shall be sufficient to divert to the takeoff
alternate or other suitable airport with the flaps extended to the
takeoff position, conduct an approach and land with 1000 lb (454 kg)
of fuel remaining.
Note: The fuel burn factor (as per AFM TR/165) shall be applied
to the normal fuel consumption for calculation of the flaps
extended, climb, diversion and approach fuel consumption.
3. Flap Zero Landing
Operations where all useable runways at the destination and
alternate airports are forecast to be wet or contaminated (as
defined in the AFM) are prohibited during the cold weather season
(December to March inclusive in the northern hemisphere) unless one
of the following four conditions (a. through d.) exists:
a. Each installed flap actuator meets one of the following three
conditions:
(i) Actuators have less than 5000 flight cycles (FC) since new
or overhaul and/or the actuators have been verified serviceable in
accordance with Part C (Low Temperature Torque Test of the Flap
Actuators) of Bombardier Service Bulletin (SB) 601R-27-150, issued
July 12, 2007, or
(ii) Actuators have P/N 601R93101-19/-21 (Vendor P/N 852D100-19/
-21), P/N 601R93103-19/-20 (Vendor P/N 853D100-19/-20), or P/N
601R93104-19/-20 (Vendor P/N 854D100-19/-20), and have less than
5000 FC since repair (where it can be shown that the actuator
inboard pinion seals, Eaton P/Ns 853SC177-1 and -2, were replaced),
or
(iii) Actuators have P/N 601R93101-23/-25 (Vendor P/N 852D100-
23/-25) installed at all inboard flap positions, P/N 601R93103-23/-
24 (Vendor P/N 853D100-23/-24) installed at outboard flap No.3
position, and P/N 601R93104-23/-24 (Vendor P/N 854D100-23/-24)
installed at outboard flap No.4 position.
b. Pre-dispatch forecast ground temperature at the time of
arrival at destination airport is above -25 deg C, utilizing a
reliable weather forecast service acceptable to the principal
operations inspector (POI).
c. The Landing Distance Available on a useable runway at the
destination airport is at least equal to the actual landing distance
required for flaps zero. This distance shall be based on Bombardier
performance data, and shall take into account forecast weather and
anticipated runway conditions.
d. The Landing Distance Available on a useable runway at the
filed alternate airport, or other suitable airport is at least equal
to the actual landing distance for flaps zero. This distance shall
be based on Bombardier performance data, and shall take into account
forecast weather and anticipated runway conditions.
Note 1: If the forecast destination weather is less than 200
feet above DH or MDA, or less than 1 mile (1500 meters) above the
authorized landing visibility (or equivalent RVR), as applied to the
usable runway at the destination airport, condition 3.a., 3.b., or
3.d. above must be satisfied.
[[Page 76978]]
Note 2: When conducting No Alternate IFR (NAIFR) operations,
condition 3.a., 3.b., or 3.c. above must be satisfied.''
4. Dispatch Following a Flap Failed Event
If normal flap system operation can be restored after an on-
ground system reset, continued revenue operation of that airplane is
permitted, provided conditions a., and b., and c. or d., below are
satisfied:
a. Prior to dispatch following an on-ground circuit breaker
reset, the flaps must be operated for five full extension/retraction
cycles by the flight crew with no subsequent failures.
b. Prior to dispatch following an on-ground circuit breaker
reset, the thrust reversers, ground spoilers and brake system are
verified operational prior to each flight.
c. The Landing Distance Available on a useable runway at the
destination airport is at least equal to the actual landing distance
required for flaps zero. This distance shall be based on Bombardier
performance data, and shall take into account forecast weather and
anticipated runway conditions.
d. The Landing Distance Available on a useable runway at the
filed alternate airport, or other suitable airport is at least equal
to the actual landing distance for flaps zero. This distance shall
be based on Bombardier performance data, and shall take into account
forecast weather and anticipated runway conditions.
Note 1: If the forecast destination weather is less than 200
feet above DH or MDA, or less than 1 mile (1500 meters) above the
authorized landing visibility (or equivalent RVR), as applied to the
usable runway at the destination airport, condition 4.d. above must
be satisfied.
Note 2: When conducting No Alternate IFR (NAIFR) operations,
condition 4.c. above must be satisfied.''
(3) Part III. New Training: Do the requirements specified in
paragraphs (h)(3)(i) and (h)(3)(ii) of this AD.
(i) As of 30 days after the effective date of this AD, no
affected airplane may be operated unless the flight crewmembers of
that airplane and the operational control/dispatch personnel for
that airplane have received training that is acceptable to the
Principal Operations Inspector (POI) on the operational procedures
required by paragraph (h)(2) of this AD. Accomplishing this action
terminates the requirements specified in paragraph (f)(3) of this
AD.
(ii) As of September 30, 2009, no affected airplane may be
operated unless the flight crewmembers of that airplane have
received simulator training on reduced or zero flap landing that is
acceptable to the Principal Operations Inspector (POI). Thereafter,
this training must be done during the normal simulator training
cycle, at intervals not to exceed 12 months. Accomplishing this
action terminates the requirements specified in paragraph (g)(1) of
this AD.
(4) Part IV. New Maintenance Action: For airplanes on which the
low temperature torque test of the flap actuators is required by
paragraph (g)(3) of this AD: Within 12 months after doing the low
temperature torque test specified in paragraph (g)(3) of this AD, do
a low temperature torque test of the flap actuators, and do all
applicable corrective actions specified in Part C of the
Accomplishment Instructions of Bombardier Service Bulletin 601R-27-
150, dated July 12, 2007. Do all applicable corrective actions
before further flight. For airplanes identified in paragraphs
(h)(4)(i) and (h)(4)(ii) of this AD, repeat the low temperature
torque test thereafter at intervals not to exceed 12 months.
(i) Airplanes having actuators that have not been repaired and
that have accumulated more than 5,000 flight cycles since new.
(ii) Airplanes having actuators that have been repaired and that
have accumulated more than 5,000 flight cycles on the inboard pinion
shaft seals, P/Ns 853SC177-1/-2.
(5) Part IV. New Optional Maintenance Action: Installation of
actuators having P/N 601R93101-23/-25 (Vendor P/N 852D100-23/-25),
P/N 601R93103-23/-24 (Vendor P/N 853D100-23/-24), and P/N 601R93104-
23/-24 (Vendor P/N 854D100-23/-24) in accordance with Bombardier
Service Bulletin 601R-27-151, Revision B, dated June 12, 2008,
terminates the requirements of paragraph ``3. Flap Zero Landing,''
of the statement required by paragraph (h)(2) of this AD. After
doing the installation specified in this paragraph, paragraph ``3.
Flap Zero Landing,'' specified in paragraph (h)(2) of this AD, may
be removed from the limitations section of the AFM.
(6) Part V. Dispatch following a flap fail event: For airplanes
on which a flap fail message occurs, prior to further flight, do all
applicable maintenance actions in accordance with Section 27-50-00
of the Bombardier CRJ100/200/440 Fault Isolation Manual (FIM) CSP A-
009, Revision 38, dated January 10, 2008; except if maintenance
actions cannot be done and normal flap system operation can be
restored after an on-ground circuit breaker reset operation, then
continued revenue operation is permitted without further maintenance
action for up to 10 flight cycles, subject to the operating
limitations specified by the procedure titled ``4. Dispatch
Following a Flap Failed Event,'' specified in paragraph (h)(2) of
this AD; except as provided by paragraphs (h)(6)(i) and (h)(6)(ii)
of this AD. The circuit breaker reset operation can be performed by
the flightcrew when authorized by the operator's maintenance control
organization.
(i) Within 10 flight cycles following the initial on-ground
circuit breaker reset operation, do the maintenance actions
specified in paragraph (h)(6) of this AD.
(ii) If another flap fail event occurs any time after the
initial circuit breaker reset operation, do the maintenance actions
specified in paragraph (h)(6) of this AD before further flight.
(7) Part V. Operators are required to report all fault data,
including flaps electronic control unit (FECU) codes, to Bombardier
within 30 days after each failure occurrence, or 30 days after the
effective date of this AD, in accordance with Task 05-51-50-980-801
as introduced in the Canadair Regional Jet TR 05-035, dated July 13,
2007, to the Canadair Regional Jet Aircraft Maintenance Manual
(AMM).
(8) Part VI. Cockpit Placard: Within 120 days after the
effective date of this AD, install a flight compartment placard in
accordance with Bombardier Service Bulletin 601R-11-090, dated
August 15, 2008.
Method of Compliance With AD 2006-12-21
(i) Installing flap actuators in accordance with paragraph
(h)(5) of this AD is acceptable for compliance with the installation
of Number 3 and Number 4 flap actuators required by paragraph (h) of
AD 2006-12-21, Amendment 39-14647. All other requirements of
paragraph (h) of AD 2006-12-21 are still applicable and must be
complied with.
FAA AD Differences
Note 3: This AD differs from the MCAI and/or service information
as follows:
(1) The maintenance tasks specified in the first row of the
table in ``Part IV. Maintenance Actions'' of the MCAI do not specify
a corrective action if an actuator is not serviceable (i.e., torque
test results are not satisfactory). However, this AD requires
contacting the FAA or installing a serviceable actuator before
further flight if torque test results are not satisfactory.
(Reference paragraph (f)(4) of this AD.)
(2) Although paragraph 2. of ``Part III. Training'' of the MCAI
recommends accomplishing the new training within 1 year, this AD
requires accomplishing the training before September 30, 2009, in
order to ensure that the actions are completed prior to the onset of
cold weather operations.
(3) For the Flaps Zero Landing Requirements of Part II 3.a (i),
the MCAI refers to actuators with less than 5,000 flight cycles. We
have clarified sub-paragraph 3.a.(i) of paragraph ``3. Flap Zero
Landing,'' of the statement specified in paragraph (h)(2) of this AD
that the 5,000 flight cycles is since new or overhauled.
(4) For the Flaps Zero Landing requirements of Part II.3 c., the
MCAI requires a pre-dispatch forecast ground temperature at the time
of arrival at the destination airport to be above -25 deg C. This AD
clarifies sub-paragraph 3.b. of paragraph ``3. Flap Zero Landing,''
of the statement specified in paragraph (h)(2) of this AD that the
source of the forecast is to be a reliable weather forecast service
acceptable to the principal operations inspector.
Other FAA AD Provisions
(j) The following provisions also apply to this AD:
(1)(i) Alternative Methods of Compliance (AMOCs): The Manager,
New York 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. Send information to ATTN: Dan Parrillo,
Aerospace Engineer, Systems and Flight Test Branch, ANE-171, FAA,
New York ACO, 1600 Stewart Avenue, Suite 410, Westbury, New York
11590; telephone (516) 228-7305; fax (516) 794-5531. Before using
any approved AMOC on any airplane to which the AMOC applies, notify
your appropriate principal inspector (PI) in the FAA Flight
Standards District Office (FSDO), or lacking a PI, your local FSDO.
(ii) AMOCs approved previously in accordance with AD 2008-01-04
are
[[Page 76979]]
approved as AMOCs for the corresponding provisions of 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.
(3) Reporting Requirements: For any reporting requirement in
this AD, under the provisions of the Paperwork Reduction Act, the
Office of Management and Budget (OMB) has approved the information
collection requirements and has assigned OMB Control Number 2120-
0056.
Related Information
(k) Refer to MCAI Canadian Airworthiness Directive CF-2007-10R1,
dated August 18, 2008, and the service information identified in
Table 1 of this AD for related information.
Table 1--Related Service Information
------------------------------------------------------------------------
Service information Revision level Date
------------------------------------------------------------------------
Bombardier Service Bulletin 601R- Original.......... July 12, 2007.
27-150.
Bombardier Service Bulletin 601R- B................. June 12, 2008.
27-151.
Bombardier Service Bulletin 601R- Original.......... August 15, 2008.
11-090.
Canadair Regional Jet TR RJ/165 Original.......... July 6, 2007.
to the Canadair Regional Jet AFM
CSP A-012.
Canadair Regional Jet TR RJ/165-1 Original.......... August 7, 2008.
to the Canadair Regional Jet AFM
CSP A-012.
Canadair Regional Jet TR 05-035 Original.......... July 13, 2007.
to the Canadair Regional Jet AMM.
Section 27-50-00 of the Canadair 38................ January 10, 2008.
Regional Jet CRJ100/200/440 FIM.
------------------------------------------------------------------------
Issued in Renton, Washington, on December 11, 2008.
Dionne Palermo,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-30037 Filed 12-17-08; 8:45 am]
BILLING CODE 4910-13-P
