[Federal Register Volume 63, Number 180 (Thursday, September 17, 1998)]
[Rules and Regulations]
[Pages 49661-49666]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-24905]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 98-NM-236-AD; Amendment 39-10767; AD 98-20-01]
RIN 2120-AA64
Airworthiness Directives; Bombardier Model CL-600-2B19 (Regional
Jet Series 100) Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment adopts a new airworthiness directive (AD) that
is applicable to certain Bombardier Model CL-600-2B19 (Regional Jet
Series 100) series airplanes. This action requires revising the
Airplane Flight Manual (AFM) to provide the flight crew with revised
procedures for checking the flap system. This AD also requires revising
the maintenance program to provide procedures for checking the flap
system, and performing follow-on actions, if necessary. This amendment
is prompted by issuance of mandatory continuing airworthiness
information by a foreign civil airworthiness authority. The actions
specified in this AD are intended to prevent an unannunciated failure
of the flap system, which could result in a flap asymmetry, and
consequent reduced controllability of the airplane.
DATES: Effective October 2, 1998.
Comments for inclusion in the Rules Docket must be received on or
before October 19, 1998.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 98-NM-236-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056.
Information pertaining to this amendment may be examined at the
FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington; or at the FAA, Engine and Propeller Directorate, New York
Aircraft Certification Office, 10 Fifth Street, Third Floor, Valley
Stream, New York.
FOR FURTHER INFORMATION CONTACT: Anthony E. Gallo, Aerospace Engineer,
Systems and Flight Test Branch, ANE-172, the FAA, Engine and Propeller
Directorate, New York Aircraft Certification Office, 10 Fifth Street,
Third Floor, Valley Stream, New York; telephone (516) 256-7510; fax
(516) 568-2716.
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SUPPLEMENTARY INFORMATION: Transport Canada Aviation (TCA), which is
the airworthiness authority for Canada, recently notified the FAA that
an unsafe condition may exist on certain Bombardier Model CL-600-2B19
(Regional Jet Series 100) series airplanes. TCA advises that a number
of failures of the flap system resulted in a twisted outboard flap
panel. These failures of the flap system were attributed to an internal
fault within the Number 3 flap actuator (the inboard actuator on the
outboard flap). One report indicated that a twisted flap was not
detected prior to take-off, and another report indicated that a twisted
flap occurred upon deployment of the flaps for landing. However, in
both of these cases, the airplane was controllable and landed
successfully.
Such an internal fault within the Number 3 actuator, if not
corrected, could cause an unannunciated failure of the flap system,
which could result in a flap asymmetry, and consequent reduced
controllability of the airplane. [An annunciated failure of the flap
system is normally displayed on the engine indicating and crew alert
system (EICAS)].
TCA has issued Canadian airworthiness directive (AD) CF-98-14,
dated July 6, 1998, in order to assure the continued airworthiness of
these airplanes in Canada. That AD describes procedures for amending
the Limitations, Normal Procedures, and Abnormal Procedures sections of
the Airplane Flight Manual (AFM). That AD also describes maintenance
procedures and includes two figures that provide information for the
normal/abnormal outboard flap configuration in take-off position, and
the outboard flap go/no-go criteria in take-off position.
Other Relevant Proposed Rule
The FAA has previously issued notice of proposed rulemaking (NPRM)
Rules Docket 98-NM-134-AD, applicable to certain Bombardier Model CL-
600-2B19 (Regional Jet Series 100) series airplanes, which was
published in the Federal Register on June 8, 1998 (63 FR 31140). That
action proposed to require repetitive inspections of the inboard and
outboard flap actuators to measure the rotational freedom of the
actuator ball screw adjacent to the actuator housing, and replacement
of the flap actuators with new or serviceable actuators, if necessary.
FAA's Determination/Interim Action
The FAA has determined that the actions proposed by the NPRM
described previously are inadequate to preclude an unannunciated
failure of the flap system, which could result in a flap asymmetry, and
consequent reduced controllability of the airplane. Therefore, in light
of the reports described previously, the FAA has determined that the
actions required by this AD are necessary to provide interim action to
prevent an unannunciated failure of the flap system until final action
is identified, at which time the FAA may consider further rulemaking.
FAA's Conclusions
This airplane model is manufactured in Canada and is type
certificated for operation in the United States under the provisions of
section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and
the applicable bilateral airworthiness agreement. Pursuant to this
bilateral airworthiness agreement, TCA has kept the FAA informed of the
situation described above. The FAA has examined the findings of TCA,
reviewed all available information, and determined that AD action is
necessary for products of this type design that are certificated for
operation in the United States.
Explanation of Requirements of Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other airplanes of the same type design registered
in the United States, this AD is being issued to prevent an
unannunciated failure of the flap system, which could result in a flap
asymmetry, and consequent reduced controllability of the airplane. This
AD requires revising the Limitations, Normal, and Abnormal Procedures
sections of the FAA-approved AFM to provide the flight crew with
revised procedures for checking the flap system. This action also
requires revising the maintenance program to provide revised procedures
for checking the flap system, and performing follow-on actions, if
necessary.
Differences Between This AD and the Canadian Airworthiness
Directive
Operators should note the following differences between this AD and
the Canadian airworthiness directive:
This AD further clarifies the personnel who are
responsible for certain actions for checking the flap system or
performing maintenance.
A note in the Canadian airworthiness directive specifies
that an acceptable procedure for testing of the flap drive breakaway
input torque is detailed in Bombardier Service Letter RJ-SL-002A.
However, a note in paragraph (b) of this AD specifies that such a
procedure is detailed in Aircraft Maintenance Manual Temporary Revision
27-203, Task 27-53-00-750-802, dated July 17, 1998.
A requirement has been added to paragraph (a)(3) of this
AD to specify that any abnormal flap control event should be recorded
in the Aircraft Maintenance Log Book.
The view that is specified in NOTE 2. of the Appendix
(Part 2) of the Canadian airworthiness directive for the outboard flap
go/no-go criteria in take-off position has been further clarified in
Figure 2 of this AD.
Determination of Rule's Effective Date
Since a situation exists that requires the immediate adoption of
this regulation, it is found that notice and opportunity for prior
public comment hereon are impracticable, and that good cause exists for
making this amendment effective in less than 30 days.
Comments Invited
Although this action is in the form of a final rule that involves
requirements affecting flight safety and, thus, was not preceded by
notice and an opportunity for public comment, comments are invited on
this rule. Interested persons are invited to comment on this rule by
submitting such written data, views, or arguments as they may desire.
Communications shall identify the Rules Docket number and be submitted
in triplicate to the address specified under the caption ADDRESSES. All
communications received on or before the closing date for comments will
be considered, and this rule may be amended in light of the comments
received. Factual information that supports the commenter's ideas and
suggestions is extremely helpful in evaluating the effectiveness of the
AD action and determining whether additional rulemaking action would be
needed.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the rule that might
suggest a need to modify the rule. All comments submitted will be
available, both before and after the closing date for comments, in the
Rules Docket for examination by interested persons. A report that
summarizes each FAA-public contact concerned with the substance of this
AD will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this rule must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 98-NM-236-AD.'' The postcard will be date stamped and
returned to the commenter.
[[Page 49663]]
Regulatory Impact
The regulations adopted herein will not have substantial direct
effects 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. Therefore, in
accordance with Executive Order 12612, it is determined that this final
rule does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
The FAA has determined that this regulation is an emergency
regulation that must be issued immediately to correct an unsafe
condition in aircraft, and that it is not a ``significant regulatory
action'' under Executive Order 12866. It has been determined further
that this action involves an emergency regulation under DOT Regulatory
Policies and Procedures (44 FR 11034, February 26, 1979). If it is
determined that this emergency regulation otherwise would be
significant under DOT Regulatory Policies and Procedures, a final
regulatory evaluation will be prepared and placed in the Rules Docket.
A copy of it, if filed, may be obtained from the Rules Docket at the
location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (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. Section 39.13 is amended by adding the following new
airworthiness directive:
98-20-01 Bombardier, Inc.: Amendment 39-10767. Docket 98-NM-236-AD.
Applicability: Model CL-600-2B19 (Regional Jet Series 100)
series airplanes, serial numbers 7003 and subsequent; certificated
in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (c) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated, unless accomplished
previously.
To prevent an unannunciated failure of the flap system, which
could result in a flap asymmetry, and consequent reduced
controllability of the airplane, accomplish the following:
Note 2: Bombardier Service Letter RJ-SL-27-002A, dated April 8,
1998, and Service Letter RJ-SL-27-037, dated July 2, 1998, may
provide operators with additional information concerning the actions
required by this AD. However, accomplishment of the procedures
specified in these service letters should not be considered to be an
acceptable method of compliance with the requirements of this AD.
(a) Within 10 days after the effective date of this AD,
accomplish the requirements of paragraphs (a)(1), (a)(2), and (a)(3)
of this AD.
(1) Revise the Limitations Section of the FAA-approved AFM to
include the following procedures and Figures 1 and 2 of this AD.
Air Operator Actions
IMPORTANT: If the outboard flap position is outside the ``GO''
range, as shown in figure 2., further flight is prohibited until
required maintenance actions have been accomplished.
1. Touch-and-go landings for the purposes of training must be
accomplished using a flap setting of 20 degrees for the entire
procedure.
2. (a) Take-off flaps must be set prior to departure, and
(b) An external visual check must be accomplished to detect any
twisting, skewing, or abnormal deformation of the flaps, using the
information given in Figures 1 and 2.
Note 1: If the outboard flap position is outside the ``GO''
range as shown in figure 2., further flight is prohibited until
required maintenance actions have been accomplished.
Note 2: This visual check must be accomplished either by a
member of the flight crew or by maintenance personnel, and the
results reported directly to the pilot-in-command prior to take-off.
3. If any additional change to the flap position is necessary,
prior to take-off, accomplish the visual check specified by the
preceding paragraph 2. (b).
(2) Revise the Normal Procedures Section of the FAA-approved AFM to
include the following procedures:
To minimize a possible flap twist in flight when operating
flaps, operate the flap selector sequentially, stopping at each
setting (i.e., 0 degrees, 8 degrees if applicable, 20 degrees, 30
degrees, 45 degrees; or operate the flap selector in reverse order),
and waiting for the flaps to reach each position before selecting
the next setting. Monitor the control wheel for abnormal control
wheel angles during each transition in flap position.
Note: This procedure is not applicable during a go-around or
during any emergency aircraft handling procedure where prompt flap
retraction is required. In these cases, follow the applicable AFM
procedures.
(3) Revise the Abnormal Procedures Section of the FAA-approved AFM
to include the following procedures:
If abnormal aileron control wheel angles develop during flap
operation with the autopilot on, or if the aircraft rolls without
pilot input with the autopilot off (with or without a `FLAPS FAIL'
caution message), perform the following actions:
1. If flaps are being extended, immediately return the flaps to
the previously selected position (e.g., for flaps selected from 8
degrees to 20 degrees, re-select 8 degrees).
2. If flaps are being retracted, the flap selector should remain
in the currently selected position (e.g., for flaps selected from 20
degrees to 8 degrees, leave selector at 8 degrees).
3. Do not attempt to operate the flaps any further.
4. If the flaps are engaged, disconnect the autopilot.
Note: When disconnecting the autopilot, anticipate an out-of-
trim situation and hold the aileron control wheel in its current
position.
5. For landing, perform the ``Flaps Failure'' procedure for the
following conditions:
(a) If an abnormal aileron control wheel angle to the left
develops, do not land if a crosswind from the left is greater than
20 knots.
(b) If an abnormal aileron control wheel angle to the right
develops, do not land if a crosswind from the right is greater than
20 knots.
6. After landing, do not attempt to retract the flaps. Record
the event in the Aircraft Maintenance Log Book and notify the person
responsible for maintenance.''
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(b) Within 10 days after the effective date of this AD, revise the
FAA-approved maintenance program to include the following procedures
and Figures 1 and 2 of this AD:
Maintenance Procedure
Whenever a `FLAPS FAIL' caution message occurs, carry out the
following procedures after landing:
Note: These procedures are to be accomplished by maintenance
personnel only.
1. Check that there have been no other `FLAPS FAIL' caution
messages reported within the previous 72 hours. If a previous
message has been reported, prior to further flight, perform the
actions required in the following Maintenance Action section. If no
previous `FLAPS FAIL' caution message has been reported, continue
with the following:
2. Carry out an external visual check of each outboard flap for
evidence of twisting, skewing, or abnormal deformation. (Reference
Figures 1 and 2.)
3. If there is no evidence of twisting, skewing, or abnormal
deformation, proceed as follows:
(a) Reset the flap system ONLY ONCE by cycling circuit breakers
CB1-F4 and CB2-F4.
(b) If the system does not reset (i.e., the `FLAPS FAIL' caution
message is still posted), prior to further flight, perform the
actions required in the following Maintenance Action section.
(c) If the system resets, cycle the flaps to 45 degrees and back
to 0 degrees. Continued flap operation for up to a maximum of 72
hours is then permitted as long as no additional `FLAPS FAIL'
caution message is indicated.
(d) If an additional `FLAPS FAIL' caution message occurs within
the period of 72 hours, as specified above, prior to further flight,
perform the actions required in the following Maintenance Action
section.
(e) Within 72 hours, even if no further `FLAPS FAIL' messages
have been indicated, perform the actions required in the following
Maintenance Action section.
4. If there is evidence of twisting, skewing, or abnormal
deformation, PRIOR TO FURTHER FLIGHT, perform the actions required
in the following Maintenance Action section.
Maintenance Action
Whenever the outboard flap position indicator is outside the
``GO'' range as shown in Figure 2, or whenever directed to do so by
the Maintenance Procedure above, perform the following procedures:
A. Interrogate the flap electronic control unit (FECU) per Fault
Isolation Manual, Section 27-50-00, Flaps Fault Isolation,' and
rectify as applicable.
B. Visually check each flap for evidence of twisting, skewing,
or abnormal deformation.
1. If there is no evidence of twisting, skewing, or abnormal
deformation, manually isolate any jammed, disconnected, or dragging
component; and rectify all discrepant conditions.
2. If there is evidence of twisting, skewing, or abnormal
deformation, replace both actuators and any discrepant flap panel
with new or serviceable components. In addition, inspect flexible
shaft(s) inboard of the most outboard actuator removed for
discrepancies, and replace any discrepant flexible shaft with a new
or serviceable flexible shaft.
Note: An acceptable procedure for testing the flap drive
breakaway input torque is detailed in Aircraft Maintenance Manual
Temporary Revision 27-203, Task 27-53-00-750-802, dated July 17,
1998.
C. Within 3 days after identifying a flap panel twist or logging
a `FLAPS FAIL' caution message, notify Bombardier Aerospace, via the
Canadair Regional Jet Action Center, of all findings and actions
taken.''
(c) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be used
if approved by the Manager, New York Aircraft Certification Office
(ACO), FAA, Engine and Propeller Directorate. Operators shall submit
their requests through an appropriate FAA Principal Maintenance
Inspector or FAA Principal Operations Inspector, who may add comments
and then send it to the Manager, New York ACO.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the New York ACO.
(d) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
Note 4: The subject of this AD is addressed in Canadian
airworthiness directive CF-98-14, dated July 6, 1998.
(e) This amendment becomes effective on October 2, 1998.
Issued in Renton, Washington, on September 11, 1998.
Dorenda D. Baker,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 98-24905 Filed 9-16-98; 8:45 am]
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