[Federal Register Volume 73, Number 8 (Friday, January 11, 2008)]
[Rules and Regulations]
[Pages 1964-1968]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E8-249]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-0047; Directorate Identifier 2007-NM-197-AD;
Amendment 39-15329; AD 2008-01-04]
RIN 2120-AA64
Airworthiness Directives; Bombardier Model CL-600-2B19 (Regional
Jet Series 100 & 440) Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: We are superseding an existing airworthiness directive (AD)
for the products listed above. This AD results from mandatory
continuing airworthiness information (MCAI) originated by an aviation
authority of another country to identify and correct an unsafe
condition on an aviation product. The MCAI describes the unsafe
condition as:
* * * * *
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. * * *
We are issuing this AD to require actions to correct the unsafe
condition on these products.
DATES: This AD becomes effective February 15, 2008.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of September 5,
2007 (72 FR 46555, August 21, 2007).
ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov or in person at the U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC.
FOR FURTHER INFORMATION CONTACT: Dan Parrillo, Aerospace Engineer,
Systems and Flight Test Branch, ANE-172, FAA, New York Aircraft
Certification Office, 1600 Stewart Avenue, Suite 410, Westbury, New
York 11590; telephone (516) 228-7305; fax (516) 794-5531.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would apply to the specified products.
That NPRM was published in the Federal Register on October 17, 2007 (72
FR 58763) and proposed to supersede AD 2007-17-07, Amendment 39-15165
(72 FR 46555, August 21, 2007). That NPRM proposed to correct an unsafe
condition for the specified products.
That NPRM proposed to retain the requirements of AD 2007-17-07,
i.e., revising the airplane flight manual (AFM) to incorporate Canadair
Regional Jet Temporary Revision (TR) RJ/165, dated July 6, 2007, 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.''
That NPRM also proposed to require training flight crewmembers on
reduced or zero flap landing, and doing additional corrective
``maintenance actions'' that include a pressure test of the flexible
drive-shaft, and corrective actions if necessary. You may obtain
further information by examining the MCAI in the AD docket.
Comments
We gave the public the opportunity to participate in developing
this AD. We considered the comments received.
Request To Exclude Certain Parts From Inspection
Comair requests that we exclude from the proposed actions actuators
with less than 2,000 flight hours since new or since repair as of July
12, 2007 (the issue date of Bombardier Service Bulletin 601R-27-150).
Comair states that those actuators would not require the inspections of
Part C of the Accomplishment Instructions of the service bulletin.
Comair suggests that paragraph ``(f)(3)'' of the NPRM contain a
statement qualifying under what conditions flap actuators must comply
with Part C of the service bulletin by stating that new actuators, and
those recently repaired where it can be shown that the inboard pinion
shaft seals, part numbers (P/Ns) 853SC177-1/-2, were replaced, should
be exempt from Part C (low temperature torque check test).
We infer that Comair meant to refer to paragraph (g)(3) of the
NPRM. We referred to Bombardier Service Bulletin 601R-27-150 as the
appropriate source of service information for accomplishing the actions
specified in paragraph (g)(3) of the NPRM. Paragraph (g)(3) of the NPRM
proposes to require doing actions in accordance with Part C of the
service bulletin. We agree that the actions specified in paragraph
(g)(3) of this AD apply only to certain actuators as specified in
paragraph 1.D.,
[[Page 1965]]
``Compliance,'' of the service bulletin. The actions in paragraph
(g)(3) of this AD do not apply to new actuators with 2,000 or fewer
flight hours and repaired actuators that have 2,000 or fewer flight
hours since the pinion seals were changed. We have coordinated with
TCCA, and we have revised paragraph (g)(3) of this AD to clarify which
airplanes are subject to that paragraph.
Request To Remove Requirement Specified in Paragraph (g)(3) of the NPRM
Mesaba Airlines requests that we remove the requirement proposed in
paragraph (g)(3) of the NPRM to do a low temperature torque test of the
flap actuators and all applicable corrective actions. Mesaba Airlines
states that Bombardier and the flap actuator manufacturer (Eaton) are
very close to certifying a new seal for the flap actuator. Mesaba
Airlines explains that this new seal is intended to fix the internal
fluid leakage issue in the actuator that could result in an actuator
problem (and result in the actuator failing the low temperature torque
test). Mesaba Airlines notes that once the modified flap actuator is
certified, a fleet retrofit with the modified actuator would result in
a more robust fix for the actuator issue.
Mesaba Airlines further states that there is no guarantee currently
that an actuator installed to replace an actuator that fails the low
temperature torque test would not have the same issue shortly after
installation (negating the benefit of performing the test). Mesaba
Airlines concludes that the flight operations requirements instituted
under AD 2007-17-07 provide an acceptable margin of safety until the
modified actuator becomes available for retrofit.
We disagree with the request to remove the requirement specified in
paragraph (g)(3) of this AD. Bombardier and TCCA are discussing
possible terminating action for Part C (low temperature torque test) of
Bombardier Service Bulletin 601R-27-150. Although it has been proposed
that the replacement of the current actuators with actuators
incorporating the new inboard seal should be terminating action for the
actuator cold soak requirement specified in Part C of the service
bulletin, this has not yet been agreed to. Additionally, the new seal
is still undergoing endurance testing at Eaton and is not yet approved.
Once this new seal is developed, approved, and available, we might
consider additional rulemaking. The actions specified in paragraph
(g)(3) of this AD are intended to mitigate the potential of flap
failures utilizing the solutions that are currently available. We have
not revised this AD in this regard. However, according to the
provisions of paragraph (h)(1) of the AD, operators may request an
alternative method of compliance if the request includes data that
prove that the new action would provide an acceptable level of safety.
In regard to Mesaba Airlines' statement that there is no guarantee
that a replacement actuator installed to replace an actuator failing
the low temperature torque test would not have the same issue shortly
after installation, we acknowledge that there is no guarantee that a
replacement unit will not fail. However, replacing a known contaminated
unit with a new unit, as required by paragraph (g)(3) of this AD,
adequately addresses the identified unsafe condition. The actions in
paragraph (g)(3) mitigate the risk of a failure as time in service
increases.
As stated earlier, we have revised paragraph (g)(3) of this AD to
clarify that the actions apply only to certain actuators with more than
2,000 flight hours since new or actuators that have accumulated more
than 2,000 flight hours since the pinion shaft seals were replaced.
Bombardier has determined that the effects of oil contamination
typically do not manifest until the actuators have accumulated over
6,000 flight hours, depending on aircraft utilization. The 24-month
compliance time specified in paragraph (g)(3) of this AD is necessary
to ensure that actuators that are in the range of 6,000 flight hours
are inspected. We have not revised this AD in this regard.
Request To Allow Another Method of Compliance With Part C of the
Service Bulletin
Comair also requests that we allow the replacement of the inboard
pinion shaft seals, P/Ns 853SC177-1/-2, as a method of compliance with
Part C of the service bulletin. Comair notes that it has had and will
have many actuators removed in accordance with Maintenance Requirement
Manual, Certification Maintenance Requirements (CMR) Task C27-50-111-
10, Functional Check of the Inboard Flap Actuator Torque Limiter.
Comair states that actuators removed to comply with this CMR task
should not also be subject to Part C of the service bulletin because
the CMR task is an example of an event when the pinion seals must be
replaced.
We agree with the commenter that replacement actuators with inboard
pinion shaft seals, P/Ns 853SC177-1/-2, are not subject to the actions
in Part C of the service bulletin. As specified in paragraph 1.D.,
``Compliance,'' of the service bulletin, Part C only applies to certain
actuators with more than 2,000 flight hours since new or since repair
where it can be shown that the inboard pinion shaft seals P/Ns
853SC177-1/-2 were replaced. As stated previously, we have revised
paragraph (g)(3) of this AD to clarify the actuators subject to the
actions in that paragraph. If a repair was done and the inboard pinion
shaft seals were replaced, the actuator would not be subject to Part C
of the service bulletin unless the part had over 2,000 flight hours
since the seal replacement.
Request To Allow Previous Alternative Methods of Compliance (AMOCs)
Comair also requests that we add to the AMOC paragraph of this AD a
statement that AMOCs approved previously according to AD 2007-17-07 are
approved as AMOCs for the corresponding provisions of this AD.
We agree that AMOCs approved previously in accordance with AD 2007-
17-07 are acceptable for compliance with the corresponding provisions
of this AD. We have revised paragraph (h)(1) of this AD accordingly.
Request To Remove Requirements
Larry Nelson, a private citizen, states that the training
requirements in AD 2007-17-07 and paragraphs (f)(3) and (g)(1) of the
NPRM do not meet the requirements of sections 39.3 and 39.5 of the
Federal Aviation Regulations (14 CFR 39.3 and 14 CFR 39.5). The
commenter notes that section 14 CFR 39.3 states that rules ``* * *
apply to the following products: Aircraft, aircraft engines,
propellers, and appliances.'' The commenter concludes that the training
specified in the NPRM has nothing to do with the aircraft.
The commenter adds that paragraphs (a) and (b) of section 14 CFR
39.5 state, ``An unsafe condition exists in the product;'' and ``the
condition is likely to exist or develop in other products of the same
type design.'' The commenter states that the perceived unsafe
condition, although part of the aircraft, actually applies to the
specific parts mentioned in paragraphs (f)(1), (g)(2), and (g)(3) of
the NPRM (flap flex shafts and flap actuators).
We infer that the commenter requests we remove the requirements for
training and for doing any actions related to parts (and not the
airplane itself) from the NPRM. We disagree. Section 14 CFR 39.11
describes the types of actions that ADs can require, including
``conditions and limitations you must comply with.'' In section 14 CFR
39.11, we intended to retain broad authority to require whatever types
of corrective actions are
[[Page 1966]]
determined to be most effective in addressing identified unsafe
conditions.
In this AD, we have found that one of the factors contributing to
the identified unsafe condition is lack of training in operating an
airplane when flap failure occurs in-flight (such as in freezing
conditions). Due to the unsafe condition, we determined that these
training requirements, in conjunction with the other requirements of
this AD, are necessary to safely operate the airplane; and you must
comply with them if you are an operator.
As for the commenter's statement that the unsafe condition only
applies to the part and not the airplane itself, we do not agree. We
routinely issue ADs against the product that has a part installed that
we have found to be unsafe. The AD applies to the product, and not the
parts themselves, because parts that are not installed on operated
products do not create an unsafe condition. As stated above, we
determined that inadequate training and operating limitations also
contributed to the unsafe condition of this AD. We have not revised the
AD in this regard.
Request for Clarification of Compliance
Larry Nelson also requests clarification on how to provide
compliance documentation for the operations/dispatch and flight
crewmembers' training specified in paragraph (f)(3) of this AD. The
commenter states that section 39.11 of the Federal Aviation Regulations
(14 CFR 39.11) specifies, ``Airworthiness directives specify
inspections you must carry out, conditions and limitations you must
comply with, and any actions you must take to resolve an unsafe
condition.'' The commenter states that this requirement would be met
until one or more parts are changed. The commenter notes that since
this NPRM is written against the airplane and does not include the
specific parts addressed in the AD, NPRM, and service bulletin, it
would therefore be difficult to manage.
We find that clarification is necessary. As stated in paragraph
(f)(3) of this AD, the training on the information in paragraph (f)(2)
of this AD must be approved by the Principal Operations Inspector
(POI). The method for documenting compliance should be included in the
training approved by the POI. However, the method in which operators
implement training in their operations and the method in which
operators document compliance may vary greatly. Therefore, we have not
included that information in this AD. We have not revised this AD in
this regard.
Conclusion
We reviewed the available data, including the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously. We determined that these
changes will not increase the economic burden on any operator or
increase the scope of the AD.
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 required different actions in this AD from those
in the MCAI in order to follow our FAA policies. Any such differences
are highlighted in a NOTE within the AD.
Costs of Compliance
We estimate that this AD will affect 684 products of U.S. registry.
We also estimate that it will take about 27 work-hours per product to
comply with the basic requirements of this AD. The average labor rate
is $80 per work-hour. Based on these figures, we estimate the cost of
this AD to the U.S. operators to be $1,477,440, or $2,160 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 AD will not have federalism implications
under Executive Order 13132. This AD will not have a substantial direct
effect on the States, on the relationship between the national
government and the States, or on the distribution of power and
responsibilities among the various levels of government.
For the reasons discussed above, I certify this AD:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket.
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Operations office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains the NPRM, 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
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]
0
2. The FAA amends Sec. 39.13 by removing Amendment 39-15165 (72 FR
46555, August 21, 2007) and adding the following new AD:
2008-01-04 Bombardier, Inc. (Formerly Canadair): Amendment 39-15329.
Docket No. FAA-2007-0047; Directorate Identifier 2007-NM-197-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective February
15, 2008.
[[Page 1967]]
Affected ADs
(b) This AD supersedes AD 2007-17-07, Amendment 39-15165.
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 retains the requirements of AD 2007-17-07, 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.'' The corrective ``maintenance actions'' include the
cleaning and lubrication of the flexible shafts, and applicable
related investigative and corrective actions (which include a
detailed inspection of the actuator connector sealant bead for signs
of damage or delamination, repair of damaged sealant, and if
necessary, a low temperature torque check on the actuator and if
torque test results are not satisfactory, an installation of a
serviceable actuator or, if no serviceable actuators are available,
contacting the FAA for corrective action), and installing metallic
seals in the flexible drive-shafts, and applicable related
investigative and corrective actions (which include a detailed
inspection of the mating surfaces on the flexible drive-shaft for
damage (scratches or dents), and if mating surfaces have damage,
cleaning the sealing washer and mating surfaces and applying
sealant). This AD also requires training flight crewmembers on
reduced or zero flap landing and doing additional 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
installation of a serviceable actuator if torque test results are
not satisfactory).
Restatement of Requirements of AD 2007-17-07
(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.
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.
``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 and 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.
(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 in ``PART A'' of the
Accomplishment Instructions of Bombardier Service Bulletin
[[Page 1968]]
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.
New Requirements of This AD: Actions and Compliance
(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.
(2) Within 24 months or 4,000 flight hours after the effective
date of this AD, 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, specified in
paragraphs (g)(3)(i) and (g)(3)(ii) of this AD: Within 24 months
after the effective date of this AD, 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 2,000 flight hours since new.
(ii) Airplanes having actuators that have been repaired and that
have accumulated more than 2,000 flight hours on the inboard pinion
shaft seals, P/Ns 853SC177-1/-2.
FAA AD Differences
Note 2: 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 initial training within 1 year, this AD
requires accomplishing the training before November 30, 2008, in
order to ensure that the actions are completed prior to the onset of
cold weather operations.
(3) The MCAI does not specify which actuators are applicable to
the actions specified in ``Part C'' of Bombardier Service Bulletin
601R-27-150, dated July 12, 2007. This AD requires that ``Part C''
of the service bulletin only be done for the actuators specified in
paragraph (g)(3) of this AD.
Other FAA AD Provisions
(h) The following provisions also apply to this AD:
(1) 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-172, 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. AMOCs
approved previously in accordance with AD 2007-17-07 are 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
(i) Refer to MCAI Canadian Airworthiness Directive CF-2007-10,
dated July 18, 2007; Bombardier Service Bulletin 601R-27-150, dated
July 12, 2007; and Canadair Regional Jet Temporary Revision RJ/165,
dated July 6, 2007, to the Canadair Regional Jet Airplane Flight
Manual CSP A-012; for related information.
Material Incorporated by Reference
(j) You must use Bombardier Service Bulletin 601R-27-150,
including Appendix A, dated July 12, 2007; and Canadair Regional Jet
Temporary Revision RJ/165, dated July 6, 2007, to the Canadair
Regional Jet Airplane Flight Manual CSP A-012; as applicable, to do
the actions required by this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register previously approved the
incorporation by reference of Bombardier Service Bulletin 601R-27-
150, including Appendix A, dated July 12, 2007; and Canadair
Regional Jet Temporary Revision RJ/165, dated July 6, 2007, to the
Canadair Regional Jet Airplane Flight Manual CSP A-012 on September
5, 2007 (72 FR 46555, August 21, 2007).
(2) For service information identified in this AD, contact
Bombardier, Inc., Canadair, Aerospace Group, P.O. Box 6087, Station
Centre-ville, Montreal, Quebec H3C 3G9, Canada.
(3) You may review copies at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the
National Archives and Records Administration (NARA). For information
on the availability of this material at NARA, call (202) 741-6030,
or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Renton, Washington, on January 3, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-249 Filed 1-10-08; 8:45 am]
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