Federal Register, Volume 74, Number 46, March 11, 2009, Pages 10455-10672 Page: 10,458
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10458 Federal Register/Vol. 74, No. 46/Wednesday, March 11, 2009/Rules and Regulations
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 April
15, 2009.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of April 15, 2009.
The Director of the Federal Register
approved the incorporation by reference
of certain other 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-171, 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 December 18, 2008 (73 FR
76974) and proposed to supersede AD
2008-01-04, Amendment 39-15329 (73
FR 1964, January 11, 2008). That NPRM
proposed to correct an unsafe condition
for the specified products.
That NPRM proposed to retain the
requirements of AD 2008-01-04, i.e.,
revising the airplane flight manual
(AFM) to incorporate a temporary
revision (TR) 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 a pressure test of the flexibledrive-shaft and corrective actions, and a
low temperature torque test of the flap
actuators and corrective actions.
That NPRM also proposed to add
repetitive low temperature torque tests
of the flap actuators and corrective
actions. In addition, that NPRM
proposed to require revising the AFM to
incorporate a new TR (adding maximum
flaps operating speed data and clarifying
maximum flaps extended speeds), and
to modify the Operational Limitations.
That NPRM also proposed to require
revising the annual simulator training
for "Flap Zero Landing" events and
revising the previously required training
for flight crewmembers and operational
control/dispatch personnel on the
operational procedures.
Further, the NPRM proposed to
require certain maintenance actions
following a flap fail event and
installation of a cockpit placard that
specifies new flap operating limitations.
That NPRM also proposed to allow
installing modified flap actuators,
which would terminate certain sections
of the operational procedures.
Comments
We gave the public the opportunity to
participate in developing this AD. We
considered the comments received.
Request To Revise Wording in
Paragraph (h)(6) of the NPRM
Mesa Group requests that we revise
the wording in paragraph (h)(6) of the
NPRM. The commenter points out that
paragraph (h)(6) of the NPRM specifies
to do maintenance actions "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 * * *." The commenter
states the descriptions of the actions in
paragraphs (h)(6)(i) and (h)(6)(ii) of the
NPRM-i.e., to "do the maintenance
actions specified in paragraph (h)(6) of
the AD"-create a "loop" and
jeopardize safety of flight because
operators can continue flight
indefinitely as long as the airplane lands
where maintenance actions cannot be
done.
We disagree with the commenter's
assertion that the actions proposed in
paragraphs (h)(6)(i) and (h)(6)(ii) of the
NPRM create a loop. Paragraph (h)(6) of
this AD provides an exception to doing
the maintenance actions before further
flight on airplanes on which a flap fail
message occurs. The exception allows
flight without further maintenance
action for up to 10 flight cycles subject
to certain operating limitations and afteran on-ground circuit breaker reset
operation, except as provided by the
actions described in paragraphs (h)(6)(i)
and (h)(6)(ii) of this AD.
Paragraph (h)(6)(i) of this AD limits
the allowable flight cycles by specifying
that the maintenance actions specified
in paragraph (h)(6) of this AD must be
done within 10 flight cycles following
the initial on-ground circuit breaker
reset operation. Paragraph (h)(6)(ii) of
this AD also limits the allowable flight
cycles by specifying that if another flap
fail event occurs any time after the
initial circuit breaker reset operation,
then the maintenance actions specified
in paragraph (h)(6) of this AD must be
done before further flight.
Once operators have done the on-
ground circuit breaker reset operation,
the maintenance actions must be done
within the compliance time specified in
paragraph (h)(6)(i) or (h)(6)(ii) of this
AD, depending on whether another flap
fail event occurs. Paragraphs (h)(6)(i)
and (h)(6)(ii) of this AD do not allow
any exceptions to the specified
compliance times. However, for clarity,
we have revised paragraphs (h)(6)(i) and
(h)(6)(ii) to refer to the service
information instead of paragraph (h)(6)
of this AD.
Request To Revise or Supersede AD
2006-12-21
Comair requests that we revise or
supersede AD 2006-12-21, amendment
39-14647 (71 FR 34793, June 16, 2006),
to add a statement indicating that the
installation of the actuators called out in
paragraph (h)(5) of the NPRM is
acceptable for compliance with
paragraph (h) of AD 2006-12-21. The
commenter notes that in paragraph (i) of
the NPRM we include such a statement,
but there will still be no cross reference
within AD 2006-12-21 itself.
We do not agree that it is necessary
to revise or supersede AD 2006-12-21.
The intent of paragraph (i) of this AD is
simply to specify that installing certain
flap actuators provides a method of
compliance with paragraph (h) of AD
2006-12-21. In addition, a global
alternative method of compliance
(AMOC) to AD 2006-12-21 was granted
to Bombardier on November 18, 2008,
which allowed installation of actuator
part numbers (P/Ns) 601R93103-23/24
(Vendor P/N 853D100-23/24) in lieu of
P/Ns 601R93103-19/20 (Vendor P/Ns
853D100-19/20) as a way to comply
with paragraph (h) of AD 2006-12-21.
The AMOC also allows installation of
actuator P/Ns 601R93104-23/24
(Vendor P/N 854D100-23/24) in lieu of
P/Ns 601R93104-19/20 (Vendor P/N
854D100-19/20) as a way to complywith paragraph (h) of AD 2006-12-21.
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United States. Office of the Federal Register. Federal Register, Volume 74, Number 46, March 11, 2009, Pages 10455-10672, periodical, March 11, 2009; Washington D.C.. (https://digital.library.unt.edu/ark:/67531/metadc132908/m1/12/: accessed April 24, 2024), University of North Texas Libraries, UNT Digital Library, https://digital.library.unt.edu; crediting UNT Libraries Government Documents Department.