

[Federal Register: January 11, 2008 (Volume 73, Number 8)]
[Rules and Regulations]               
[Page 1964-1968]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr11ja08-3]                         

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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]

BILLING CODE 4910-13-P
