Federal Register, Volume 74, Number 46, March 11, 2009, Pages 10455-10672 Page: 10,466
This periodical is part of the collection entitled: Federal Register and was provided to UNT Digital Library by the UNT Libraries Government Documents Department.
Extracted Text
The following text was automatically extracted from the image on this page using optical character recognition software:
10466 Federal Register/Vol. 74, No. 46/Wednesday, March 11, 2009/Rules and Regulations
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 oFR
(NAIFR) operations, condition 3.a., 3.b., or
3.c. above must be satisfied."
(3) 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) 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 andcorrective actions by doing all the applicable
actions specified in "PART A" of theAccomplishment 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) 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 AFM.
Accomplishing this action terminates the
requirements of paragraph (f)(1) of this AD
and after this action has been done, the AFMrevision 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) 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 shall be forecast in the Terminal Area
Forecast (TAF) 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
shall be forecast in the Terminal Area
Forecast (TAF) to remain at or above this
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 RJ/165-1) 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 flightaltitude not exceeding 15,000 feet along the
diversion route to that alternate, or other
Upcoming Pages
Here’s what’s next.
Search Inside
This issue can be searched. Note: Results may vary based on the legibility of text within the document.
Tools / Downloads
Get a copy of this page or view the extracted text.
Citing and Sharing
Basic information for referencing this web page. We also provide extended guidance on usage rights, references, copying or embedding.
Reference the current page of this Periodical.
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/m1/20/: accessed April 2, 2024), University of North Texas Libraries, UNT Digital Library, https://digital.library.unt.edu; crediting UNT Libraries Government Documents Department.