# AD 96-22-14: Airworthiness Directives; Bombardier Model CL-600-2B19 (Regional Jet Series 100 and 200) Airplanes - Type: Airworthiness directive - Effective: November 21, 1996 - Published: November 6, 1996, 61 FR 57319–57322 - Issued as: Final rule; request for comments - Superseded by: Nothing supersedes this AD - Amendment: 39-9803 - Docket: 96-NM-208-AD - Official PDF: https://openairdocs.org/files/sha256/02/f4/02f4596f49d0556442406746789e7931f688aee9c7bff4ae7e7da56ee74375ed (from https://www.govinfo.gov/content/pkg/FR-1996-11-06/pdf/96-27922.pdf) - Federal Register: https://www.federalregister.gov/documents/1996/11/06/96-27922/airworthiness-directives-bombardier-model-cl-600-2b19-regional-jet-series-100-and-200-airplanes - Page: https://openairdocs.org/ad/96-22-14 ## Summary This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 and 200) airplanes. This action requires repetitive inspections to detect discrepancies of the shock strut end caps and attachment pins of the main landing gear (MLG), and replacement of discrepant parts with new parts. It also requires a check for and replacement of certain pins that currently may be installed on some airplanes. This amendment is prompted by reports of corrosion, wear, and loss of chrome plating on the upper and lower attachment pins of the shock strut of the MLG, and reports of cracks in the lower attachment pins and the end cap of upper attachment pins. The actions specified in this AD are intended to prevent failure of attachment pin and the attachment pin's end cap, which could result in failure of the MLG. ## The airworthiness directive ### 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: 96-22-14 Bombardier, Inc. (Formerly Canadair): Amendment 39-9803. Docket 96-NM-208-AD. Applicability: Model CL-600-2B19 (Regional Jet Series 100 and 200) airplanes; serial numbers 7003 through 7160, inclusive; 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 (e) 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 failure of the attachment pins and end caps of the main landing gear (MLG), which could result in failure of the MLG, accomplish the following: ### (a) (a) Serial Number Check. For airplanes having serial numbers 7003 through 7126, inclusive: Within 150 landings after the effective date of this AD, check the serial number of each MLG shock strut lower attachment pin, part number 17144-1, in accordance with paragraphs 2.A. and 2.B. of the Accomplishment Instructions of Canadair Regional Jet Alert Service Bulletin S.B. A601R-32-062, Revision 'C', dated September 18, 1996; and paragraphs 2.A.(4), 2.B.(4), and 2.C.(3) of the Accomplishment Instructions of Messier-Dowty Service Bulletin M-DT 17002-32-10, Revision 3, dated September 6, 1996. (1) If the serial number is within the range of DCL206 through DCL259, inclusive, prior to further flight, remove the pin and install a new pin having a serial number outside (either higher or lower) of that range, in accordance with the service bulletins. Thereafter, inspect that replacement pin in accordance with paragraphs (b) and (c) of this AD. (2) If the serial number is outside of the range (higher or lower) of DCL206 through DCL259, thereafter inspect the pin in accordance with paragraphs (b) and (c) of this AD. ### (b) (b) In-Situ Visual Inspection. Within 150 landings after the effective date of this AD, perform an in-situ visual inspection to detect discrepancies of the left- and right-hand shock strut of the MLG, in accordance with paragraphs 2.C. and 2.D. of the Accomplishment Instructions of Canadair Regional Jet Alert Service Bulletin S.B. A601R-32-062, Revision 'C', dated September 18, 1996; and paragraph 2.B.(1) of the Accomplishment Instructions of Messier-Dowty Service Bulletin M-DT 17002-32-10, Revision 3, dated September 6, 1996. Note 2: In-situ visual inspections that have been accomplished prior to the effective date of this amendment in accordance with Messier-Dowty Service Bulletin M-DT 17002-32-10, dated June 13, 1996; Revision 1, dated June 29, 1996; or Revision 2, dated July 17, 1996; are considered acceptable for compliance with paragraph (b) of this amendment. (1) If no discrepancy is detected, repeat the in-situ visual inspection thereafter at intervals not to exceed every ``A'' check or 400 landings, whichever occurs later. (2) If any discrepancy is detected, prior to further flight, replace the discrepant part with a new part in accordance with the service bulletins. Thereafter, repeat the in- situ visual inspection at intervals not to exceed every ``A'' check or 400 landings, whichever occurs later. ### (c) (c) Detailed Inspection. Within 3,000 landings since the date of airplane manufacture, or within 400 landings after the effective date of this AD, whichever occurs later, perform a detailed inspection to detect discrepancies of the shock strut end caps and attachment pins of the MLG, in accordance with paragraphs 2.E. and 2.F. of the Accomplishment Instructions of Canadair Regional Jet Alert Service Bulletin S.B. A601R-32-062, Revision `C', dated September 18, 1996; and paragraph 2.B.(2) of the Accomplishment Instructions of Messier-Dowty Service Bulletin M-OT 17002-32-10, Revision 3, dated September 6, 1996. Non-destructive testing (NDT) must be accomplished in accordance with the instructions provided or references referred to in these service bulletins. Where instructions in those documents specify dye penetrant inspections (DPI), accomplish fluorescent penetrant (Type 1) inspections, sensitivity level 3 or higher, using material qualified to Military Standard MIL-I-25135. Note 3: Detailed inspections accomplished prior to the effective date of this amendment in accordance with Messier-Dowty Service Bulletin M-DT 17002-32-10, dated June 13, 1996; Revision 1, dated June 29, 1996; or Revision 2, dated July 17, 1996; are considered acceptable for compliance with paragraph (c) of this amendment. (1) If no discrepancy is detected, repeat the detailed inspection thereafter at intervals not to exceed 2,000 landings. (2) If any discrepancy is detected, prior to further flight, replace the discrepant part with a new part in accordance with the service bulletins. Repeat the detailed inspection thereafter at intervals not to exceed 2,000 landings. ### (d) (d) As of the effective date of this AD, no person shall install on any airplane an MLG shock strut lower attachment pin, part number 17144-1, that has a serial number that is within the range of DCL206 through DCL259, inclusive. ### (e) (e) 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 Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. Note 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. ### (f) (f) 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. ### (g) (g) The specified actions shall be done in accordance with Messier-Dowty Service Bulletin No. M-DT 17002-32-10, Revision 3, dated September 6, 1996, and Canadair Regional Jet Alert Service Bulletin S.B. A601R-32-062, Revision `C', dated September 18, 1996. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Bombardier Inc., Bombardier Regional Aircraft Division, Canadair Administrative Center, 400 Cote Vertu Road West, Dorval, Quebec, Canada H4S 1Y9. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, New York Aircraft Certification Office, Engine and Propeller Directorate, 10 Fifth Street, Third Floor, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (i) This amendment becomes effective on November 21, 1996. Issued in Renton, Washington, on October 24, 1996. Darrell M. Pederson, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. ## Rule preamble ### Dates Effective November 21, 1996. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of November 21, 1996. Comments for inclusion in the Rules Docket must be received on or before January 6, 1997. ### Addresses Submit comments in triplicate to the Federal Aviation Administration (FAA), Transport Airplane Directorate, ANM-103, Attention: Rules Docket No. 96-NM-208-AD, 1601 Lind Avenue, SW., Renton, Washington 98055-4056. The service information referenced in this AD may be obtained from Bombardier Inc., Bombardier Regional Aircraft Division, Canadair Administrative Center, 400 Cote Vertu Road West, Dorval, Quebec, Canada H4S 1Y9; and Messier-Dowty CSC, P.O. Box 49, Sterling, Virginia, 20167. This information may be examined at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, New York Aircraft Certification Office, Engine and Propeller Directorate, 10 Fifth Street, Third Floor, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. ### For further information contact George Duckett, Aerospace Engineer, Airframe and Propulsion Branch, ANE-171, FAA, New York Aircraft Certification Office, Engine and Propeller Directorate, 10 Fifth Street, Third Floor, Valley Stream, New York 11581; telephone (516) 256-7525; fax (516) 568-2716. ### Supplementary information Transport Canada Aviation, 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 and 200) airplanes. Transport Canada Aviation advises that it has received several reports of cracks in the lower attachment pins and one of the two end caps, which retain the upper attachment of the shock strut. The cause of such cracking is unknown at this time. Cracking in the subject attachment pin could result in failure of the pin and consequent failure of the MLG. Cracking in the subject end cap could result in loss of the end cap and possible loss of the retaining pin holding the upper end of the shock strut to the main fitting; this situation ultimately could result in failure of the MLG. ### Explanation of Relevant Service Information Bombardier has issued Canadair Regional Jet Alert Service Bulletin S.B. A601R-32-062, Revision `C', dated September 18, 1996. In addition, Messier-Dowty has issued Service Bulletin M-DT 17002-32-10, Revision 3, dated September 6, 1996. For certain airplanes, these service bulletins describe procedures for performing a check to determine the serial number of the lower attachment pin of the shock strut of each main landing gear, removal of certain pins, and the installation of new pins, if necessary. These service bulletins also describe procedures for performing repetitive in-situ and detailed inspections to detect corrosion, wear, loss of chrome plating, and cracking of the MLG shock strut upper and lower attachment pins and pin end caps. They also describe procedures for replacement of discrepant parts with new parts. Transport Canada Aviation classified these service bulletins as mandatory and issued Canadian airworthiness directive CF-96-12, dated July 23, 1996, in order to assure the continued airworthiness of these airplanes in Canada. ### 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, Transport Canada Aviation has kept the FAA informed of the situation described above. The FAA has examined the findings of Transport Canada Aviation, 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 failure of the attachment pins and end caps of the MLG, which could result in failure of the MLG. For certain airplanes, this AD requires a check to determine the serial number of the lower attachment pin of the shock strut of each main landing gear, removal of certain pins, and the installation of new pins, if necessary. This AD also requires repetitive in-situ visual and detailed inspections to detect discrepancies of the left and right-hand shock struts of the MLG, and replacement of discrepant parts with new parts. Those actions are required to be accomplished in accordance with the service bulletins described previously. ### Interim Action This is considered to be interim action. The manufacturer has advised that it currently is developing a modification that will positively address the unsafe condition addressed by this AD. Once this modification is developed, approved, and available, the FAA may consider additional rulemaking. ### 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 96-NM-208-AD.'' The postcard will be date stamped and returned to the commenter. ### 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, Incorporation by reference, 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: No proposed rule in this release led to it. Its text cites no advisory circulars or STCs. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.