Document ID: chunk:federal_register_of_legislation:F2009L02772:body:0:p2
Version: federal_register_of_legislation:F2009L02772
Segment Type: other
Provision Reference: 
Character Range: 3075–5226

(the serial number can start with MA, MAL or MA-) is permitted to be installed on any aircraft unless it has been reworked in accordance with Part B of the Accomplishment Instructions in Bombardier Aerospace SB
                  670BA-32-019, Revision A, dated 18 September 2008, or later revision approved by the Chief, Continuing Airworthiness, Transport Canada.

                  b) No replacement/spare main landing gear shock strut assembly (P/N 49050-5 through 49050-10) with a serial number in the range 1001 through 1114 (the serial number can start with MA, MAL or MA-) is permitted to be installed on any aircraft unless it has been reworked in accordance with Part B of the Accomplishment Instructions in Bombardier Aerospace SB 670BA-32-019, Revision A, dated 18 September 2008, or later revision approved by the Chief, Continuing Airworthiness, Transport Canada.

                Rework performed in accordance with the original issue of SB 670BA-32-019, satisfies Requirement 3 of this AD.

             Note:  Transport Canada AD CF-2009-20 dated 1 May 2009.
Compliance:  For Requirement 1 - Within 900 flight hours after the effective date of this AD.

             For Requirement 2 - Within 4,500 flight hours after the effective date of this AD.

             For Requirement 3 - As of the effective date of this AD.
             This Airworthiness Directive becomes effective on 30 July 2009.
Background:  There have been four reports of loose or detached main landing gear torque link apex pin locking plate and the locking plate retainer bolt.  This condition could result in torque link apex pin disengagement, heavy vibration during landing, damage to main landing gear components and subsequent main landing gear collapse.

   Investigation has determined that incorrect stack-up tolerances of the apex joint or improper installation of the locking plate and apex nut could result in torque link apex pin disengagement.  This directive mandates inspection of the torque link apex joint and replacement of the torque link apex nut.

James Coyne
Delegate of the Civil Aviation Safety Authority

16 June 2009