IN-SERVICE ACTIVITIES

Customer Canadair Regional Jet

Report No. 99-01

May, 1999

THIS REPORT SUMMARIZES IN-SERVICE ACTIVITIES

AND IS FOR BOMBARDIER REGIONAL AIRCRAFT
CUSTOMER INFORMATION ONLY.

FLEET STATISTICS

(THROUGH January , 1998)

Airplanes In Service 279

Total Flight Hours 1,577,355.00
Total Flight Cycles 1,410,396,.00
High Flight Hours (A/C 4) 14,837.00
High Flight Cycles (A/C 12) 13,301.00
 Report No. 99-01
May, 1999

ALL OPERATOR MESSAGES ISSUED FOR THE PERIOD

OF October 27, 1998 to March 30, 1999

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A.0.M. ATA SUBJECT

277 2750 Notice of Issue ASB601R-27-097

278 0000 Introduction of the Account Manager Function
279 3211 Notice of Issue: Alert SB A601R-32-073 MLG Trunnion Cross Pin
280 3350 New Time Complaints SB 601R-33-036
281 0000 Bombardier Aerospace Regional Aircraft Digital Advisory Committee Meeting
282 0000 Year 2000 and the Bombardier Products
283 0000 Wing to Fuselage Bushing Migration
284 5210 Passenger Door Bansbach Gas Springs
285 2432 Issuance of TC AD CF-98-40, Aircraft Main and APU Battery Input
286 7700 Loss of Engine N2 Indication on EICAS
287 0000 CRJ Action Center Holiday Coverage
288 0000 Technical Communications
289 0000 Supplier Performance Monitoring System (SPMS)
290 0000 1999 CRJ Operators’ Conference
291 2300 8.33 Khz VHF Com Channel Spacing
292 7241 Issuance of GE SB (CF 34-ALSBA72-85)
293 0000 CRJ Customer Liaison Pilots
294 5220 Overwing Emergency Exit Condensation
295 2811 Issuance of FAA AD 98-26-14, Center Fuel Tank Electrical
296 2582 Notice of Issue: ASB 601R-25-152
297 2432 Main Battery Changer and/or APU Battery Charger Messages on EICAS
298 7112 Engine Core Cowl Doors “HOLD OPEN” Struts
299 2540 Notice of Issue: Alert SB CD-26A01 Equipment/Furnishing
300 7300 Advance Notice of GE Alert SB, GE ASB78-22, MFC Replacement
301 7200 Ice/Snow on Engine Intakes N1 Fan
302 0520 Maintenance Requirements Manual - “C” Check 24 Month Interval
303 0000 New Spare Parts Catalogue Effective May ‘99
304 NOT USED
305 0000 Flap Actuation Training Session
306 3400 Year 2000 (Y2K) Readiness
307 2582 AD 99-01 Emergency Exit
308 3211 Notice of Issue, ASB601R-32-072
309 0000 Supplier Performance Monitoring System
310 7200 RH Engine Fire Warning Due to IDG/Generator Wire CableChafing
311 7150 Notice of Issue: ASB601R-24-095
312 7310 Engine Main Fuel Filter Bowl and Seal - Inspection and Replacement
313 7310 Engine Fuel Manifold, Chafing Damage
314 3442 TCAS, Common Cause of Target Disappearance
315 3260 PSEU Upgrade Program (ELDEC SB 8-648-31-03)
316 0500 CRJ 100/200 Maintenance Program Task Interval Escalation

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99-01-3340 - Landing Lights

By: Brian Baldwin, Avionics-Electrical, CRJ In-Service Support.

In the past, and still today, operators have expressed the need for a longer lasting
landing light bulb. Over the last couple of years Bombardier has completed testing
for several landing light candidates. Field evaluation tests with these candidates has
proven to be unsuccessful in meeting Bombardier’s requirements and reliability
standards. Our goal is to provide 2000 hour lights for all the exterior lighting.
Unfortunately, this process is time consuming to source out a suitable bulb and test.
The existing GE 4596 landing light bulb has an average flight hour life span of 90
hours. This means an average of 111 bulbs per year are being replaced on each
aircraft.

To provide some relief, Bombardier has a replacement bulb that is now available in
Revision 19 of the IPC and will be listed as Q5596. The new landing light bulb (P/N
Q5596) is a direct drop-in replacement, with the same physical size, luminosity,
thermal, and electrical load characteristics as the existing GE4596. The Q5596 has
been field tested and found to have an average life of 500 flight hours. This means
an average of only 20 bulbs will have to be replaced per aircraft, per year.

In the meantime, as technology develops, Bombardier will continue research to

provide longer lasting bulbs for the CRJ.

This ISAR item is considered open.

99-01-0000 - MAINTENANCE COST ISSUE

By: Marty Gregory, Maintenance Engineering

AlliedSignal APU IRM: Revision 6 to the APU Inspection Repair Manual (IRM) has recently
been distributed by AlliedSignal. This revision expands and enhances the IRM to provide
operators with additional information and specifications to implement the repair and overhaul of
APU components. Operators who have not yet received their copy of the IRM (Manual
number 49-24-09 dated December 31, 1998) should contact Jim McAlister in Technical
Publications at AlliedSignal at (602) 365-5632.

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99-01-3620 - BLEED LEAK DETECTION SYSTEM - NEW SWITCH & FAULT

ISOLATION
By: Carlos Lima, Mechanical, CRJ In-Service Support

On Dec, 12, 1997, Rev. C of SB 601R-30-022 was issued to introduce the new bleed leak
detection switch (P/N 601R59320-1, supplied by Texas Instruments). The production effectivity
of the new switch is aircraft 7213. The previous switch (P/N 12411-2-450, supplied by Fenwal)
was reported from the field to get damaged easily during servicing.

Recently, a survey was conducted to gather field data on the performance of the new switch.
Figures provided by operators and respective FSRs indicate that the new switch reliability is
showing a great improvement. Furthermore, the new switch is showing a predominantly hard
(not intermittent) failure characteristic, which is easier to troubleshoot.

There are still some reports of intermittent failure of the new switch, though no trend was
identified. The cause for these reported cases may be attributed to installation.

SB 601R-30-022 also provided means to re-arrange the wiring of the bleed leak detection
system by dividing it into three loops

The survey showed that operators who have incorporated the complete SB (Part C for the
wiring re-arrangement was optional), have already experienced some savings in terms of
maintenance and troubleshooting. The divided loops allow the possibility of locating the
segment of the wing leading edge with an inoperative switch, by checking it at the loop
connector using a standard multimeter. This feature will preclude opening and sealing three
sections of leading edge as well as replacement of all 21 switches. Technical Services
recommends that operators consider implementation of Part C of this SB. (Action Register
item 3010-6 refers).

This ISAR item is considered closed.

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99-01-2611 - FIRE PROTECTION - PRECAUTIONS FOR REMOVAL/

INSTALLATION OF ENGINE COMPARTMENT FIRE/OVHT
DETECTION SENSORS
By: Dave Grant, Mechanical, CRJ In-Service Support

A number of CRJ operators have reported malfunctions of the engine compartment

Fire/Overheat Detection system sensors. Dual detector “loops” are installed around the engine
core/accessory compartment (Walter-Kidde P/N 23410400) and within the forward pylon area
(P/N 226030000)). This area is referred to as Zone A. Dual detector loops are also installed
within the engine jet-pipe fairing (P/N 26212000), routed around the engine exhaust nozzle, as
well as in the aft pylon area (P/N 21804100). This area is referred to as Zone B.

The loops are connected to their respective wiring harnesses via terminal lugs which are
manufactured with a steel outer sleeve covering a ceramic core.

Reports show that one of the most common reasons for removal of the sensors is damage to
the sensing element and terminal lugs. It has been observed that damage to the sensor
terminal lugs can occur if the lugs are subjected to excessive sideload force such as might
occur during installation of the lug within its bracket or during attachment of the wiring to the
lugs.

Technicians are advised to respect the following CAUTIONS when accomplishing the
installation procedures for all elements, particularly the jetpipe element.

Use extreme care when you connect the terminal lugs of the wires to the
terminal lugs of the sensing element. Hold the screws with a wrench to cancel
the torque loading when installing and tightening the nuts. The ceramic
insulator of the sensing element is fragile and can break.

Do not hit or apply any side loading to the sensing element terminals.

CRJ Aircraft Maintenance Manual (AMM) has been revised to add the appropriate cautions to
the removal installation procedures for all engine sensing elements. Refer to AMM section 26-
11-04, pages 401 and subs for specific procedures.

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In addition, technicians are requested to exercise caution when closing the lower core cowl
panel after removal/installation of the jet-pipe sensing element. Ensure the jet-pipe sensing
element terminal lugs are properly positioned in order to prevent inadvertant fouling with core
cowl structures and resultant sensor damage. Refer to CRJ AMM Task #26-11-04-400-801 for
recommended terminal installation.

Engine Jet-Pipe with Overheat Sensing Element Installation

This ISAR item is considered closed.

99-01-3220 - LANDING GEAR - NLG SHOCK STRUT SERVICING RECOMMENDATIONS

By: Dave Grant, Mechanical, CRJ In-Service Support

A CRJ operator has reported an air-turnback because the NLG did not retract after the gear
was selected UP. Upon return, the NLG strut reportedly appeared underserviced. Proximity
Sensor Electronics Unit (PSEU) fault codes indicated NLG WOW 1 & 2 and NLG centered
sensors, FAR condition. The operator reported that the subject strut had been completely
serviced earlier the same day. Once in the hangar, the aircraft was placed on jacks. The NLG
did not fully extend, even though 180 psi was indicated at the nitrogen charging valve (lower)
on the piston.

Per instructions from gear manufacturer, Messier-Dowty, the nitrogen pressure was released.
Oil (MIL-H-5606) level was then checked and found very low. The oil level was serviced and
the strut re-serviced with Nitrogen per published procedures. The aircraft was returned to
service without further incident.

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Messier-Dowty report that in this case, it is likely that the previous servicing was accomplished
with the strut floating piston (Ref MDI CMM 32-20-04, IPL Figure 5, Item 5) not fully bottomed
within the NLG piston. If the floating piston is not fully bottomed, the strut assy will not contain
the required volume of oil and strut operation will be affected.

Refer to CRJ Aircraft Maintenance Manual (AMM) Tasks 12-12-32-610-803 and 804 for proper
procedures for full servicing of the NLG shock strut (Oil and Nitrogen). Refer to figure below.
The above AMM tasks contain the following procedures to be followed to ensure proper
bottoming of the floating piston;

Install a flared type union (MS28778-4) in the oil filler port at the top of the NLG
fitting and fill oil under pressure (up to 100 psi) using a servicing cart to ensure
that the sliding piston is fully bottomed within the NLG piston.

Proper servicing of the nose (and main) gear shock struts is critical to problem free operation
of the landing gear, particularly during operation in cold ambient temperature.

Always refer to the applicable CRJ AMM chapter/section for correct procedures, even for
routine servicing. This will help reduce occurrence of preventable flight delays/cancellations.

NLG Shock Strut Servicing

This ISAR item is considered closed.

99-01-3210 - LANDING GEAR - MLG UPLOCK PIN/BRACKET

By: Dave Grant, Mechanical, CRJ In-Service Support

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A number of CRJ operators have reported the following finding during landing gear visual
inspection: MLG Uplock Pin (P/N 17340-1, Messier-Dowty Component Maintenance Manual
(CMM) 32-10-15 IPL Figure 3, Item 170) seized within its bushing(s) and unable to rotate.

The pin is intended to rotate freely within its bracket in order to improve smoothness of MLG
release from the MLG Uplock Assembly during gear retraction and to prevent pin wear. There
is no lubrication point for this assembly and no routine lubrication or special visual inspection
task specific to this area is called out in the CRJ maintenance program.

Landing gear manufacturer Messier-Dowty has stated that while there is no risk of main
landing gear failure to extend as a result of this condition, prolonged operation with the uplock
pin seized in position will result in pin wear and damage.

Bombardier recommends that, when performing a visual inspection of the main landing gear as
part of a scheduled “A” Check (400 flight hour interval - Task Card # 000-32-730-001), the
technician take a moment to verify freedom of rotation of the uplock pin within its bracket
assembly (see figure below). General cleaning of accumulated dirt or dried grease from the
ends of the pin, with a shop rag, may free the pin and improve its rotation. If the pin does not
rotate, examine the uplock pin bushings (Messier-Dowty CMM 32-10-15 IPL Figure 3, Item
151A) in each bracket for signs of migration. If bushing migration is apparent, refer to Messier-
Dowty CMM 32-10-15, Repair section for procedures for installation of replacement bushings.

This ISAR item is considered closed.

99-01-2550 - CARGO COMPARTMENT REPAIRS - SIDEWALL, BULKHEAD & FLOOR

By: Thomas Mallon, Structures Group, CRJ In-Service Support

This is an update of Bombardier’s efforts to provide on-ramp cargo sidewall repairs.

Bombardier’s objective is to provide operators with a five minute on-ramp repair system (ie, no
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cure time) for in-service aircraft. The introduction of a more robust cargo compartment into
production is also in progress.

Several materials have already been evaluated. Flammability tests were performed using Akro
Fireguard 304 and Permaglass 166 on-ramp repair kits adhered to our phenolic honeycomb
sidewall panels. These materials did not meet current FAR requirements.

Bombardier’s flammability specialists are presently working in conjunction with the sidewall
manufacturer (L’hotellier Montrichard) and Transport Canada. Their combined efforts will
result in further flammability testing of three sample types: MCGill’s Gilpatch, a retest of
Permaglass 166, a wet lay-up repair (developed by L’hotellier Montrichard). These tests are to
be carried out May/June, 1999 in Paris. Should one or more of these repair kits meet the FAR
requirements, a revision to the CMM will include them as an approved on-ramp repair.

Existing approved repairs for sidewalls, bulkheads and floor panels are available from the CRJ
Action Center, and are listed as follows:

1) REO 601R-25-53-005 (July ‘95) enables operators to rivet stainless steel patches to
sidewalls

2) REO 601R-25-53-003 (Oct. ‘97) enables operators to cover the aft face of the 9G
bulkhead with Giliner. Once installed, if this Giliner ever becomes damaged, a Gilpatch
may be used for it’s repair.

3) The CMM from C&D Interiors, enables the use of a peel and stick silicon fireblock repair
for the aft side of the 9G bulkhead (June ‘98). CMM ref: 53-10-01 Section 7 Rev. 8.

4) The cargo floor panel can be replaced by a heavy duty version, available from Comtek
Advance Structures on STC # A21EA (Feb. ‘97).

5) Approved cargo floor panel repairs for wet lay-up and re-potting of inserts are called out in
the Ciba Geigy CMM, ref: CGFP-02 Rev. A.

This ISAR item is considered open.

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99-01-7611 - ENGINE CONTROLS - UNCOMMANDED RH ENGINE OVERSPEED

By: Alain Ste-Pierre, CRJ Action Center

An RJ operator has experienced an uncommanded RH engine overspeed in flight. Corrective

action began with replacement of RH N1 amplifier. However this did not fix the problem and
also caused the message “R ENG ECU FAIL” to be displayed on EICAS during an engine APR
test at idle. APR relay K1KL was then replaced, still with no success.

Further troubleshooting revealed a contaminated N1 Alternator Electric Connector. The N1

Control Amplifier was not receiving its power from the controller power winding of the N2
alternator. Resistance check of the control power amplifier winding revealed an open circuit
when measuring between pin 7 and 2 of the N1 control amplifier connector W8P2. As per the
GE CMM Chaper 74-12-00, the resistance of the control power winding should read 3.5Ω –
3.9 Ω (Ref. 12.1 Ω – 14.2 Ω for the speed indicator winding). Connector W8P2 has been
cleaned as per AOM286. Aircraft was returned to service with no further delay due to engine
overspeed problems.

GE have issued a “CF34 Engineering Note” #99-02, 2/1/99, which includes an improved
connector cleaning procedure which will be included in the next revision of GE Engine Manual
SEI 756, 72-00-00, Special Procedure 10.

This ISAR item is considered closed.

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TOP 25 LIST
November 2, 1998
PRIORITY NO. ATA PART NAME
1 27-50 Flap Actuator #3
2 27-60 Spoiler System - SECU
3 52-00 PAX Door a) Rigging b) Inner Skin c) Hinge Wear
4 27-50 Flap System
5 32-50 Nose Wheel Steering
6 56-10 Flight Compartment Windows
7 57-00 Wing Leading Edge Sealant
8 25-50 Cargo Compartment Liners
9 32-20 NLG Noise on Retraction
10 32-00 Landing Gear Manual Release
11 34-00 Pitot/Static System
12 30-30 Air Data Sensor Heater Controller
13 49-00 APU Inlet Door
14 29-00 AC Motor Pump
15 30-20 Cowl Anti-Ice Relief Valve
16 27-40 HSTCS – HSTA, MCU
17 21-60 Cabin Comfort
18 52-30 Cargo Door Balance Spring
19 78-30 Thrust Reverser - -8 PDU
20 80-00 Engine Air Starter

21 34-40 RAD ALT Antenna Corrosion

22 22-00 FCC – NFF Rate
23 79-30 Engine Oil Pressure Transducer
24 25-00 Cabin Insulation, Water Ingress
25 49-00 APU Inlet/Exhaust Duct

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SIGNIFICANT SERVICE BULLETINS ISSUED FOR THE PERIOD OF

October 27, 1998 to , January 16, 1998

SB Number Issue Date Title Alert

601R-23-017I 18 Dec 98 Installation of the Provision for the 3rd VHF Comm No
601R-23-031F 26 Nov 98 Cockpit Voice Recorder No
601R-23-045B 10 Nov 98 Introduction of the T.E.A.M. Boarding Music System No
601R-24-066 30 Nov 98 Replacement of Backshell of P3re No
601R-24-085D 08 Jan 99 Replacement of Battery Charger (Main & APU) Yes
Connector
601R-25-152 26 Dec 98 Removal of Insulation from Emergency Exit Hatch Yes
Surround
601R-27-097 05 Nov 98 Flight Controls – Wing – Outbd Flaps and Lower Skin Yes
Inspection
601R-27-098A 27 Nov 98 Apply Witness Marks on the Flaps Under Skin for No
20° Visual
601R-28-024A 11 Nov 98 Fuel Vent System Installation Main Tank No
601R-31-016D 22 Dec 98 EICAS Update (Replacement of EFDs and DCUs No
601R-32-073 11 Nov 98 Main Landing Gear Trunnion Cross Pin Replacement Yes
601R-33-036B 10 Nov 98 Emergency Lighting System – Addition of Diode/Resistor No
Splice
601R-34-085E 11 Dec 98 Installation of an Onboard Data Loader No
601R-34-096G 27 Nov 98 Installation of the GPS Provision No
601R-34-103 03 Nov 98 GPS Partial Provision Installation No
601R-34-110 17 Nov 98 Installation of a Second GPS No
601R-34-112 17 Nov 98 Installation of a Second FMS (4200) No
601R-49-015 06 Nov 98 APU Oil Cooler – Special Rework to Exhaust Duct No
601R-52-085 07 Dec 98 Passenger Door Bonding Jumper Cable Replacement No
601R-53-037 24 Dec 98 Fuselage – General – Mod. Of the Floor Beam No
Structure at FS 280
601R-53-050B 26 Nov 98 Fuselage – General – Installation of an External No
Reinforcement Strap at FS 409+128
601R-57-010B 16 Jan 99 Landing/Taxi Light Window Replacement No
601R-57-022B 18 Dec 98 Introduction of Inboard Flap Vane Pad No
601R-71-023A 27 Oct 98 CF34-3B1 to CF34-3A1 Engine Replacement No

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Compiled By:
Miriam Rodgers Tracy E. Lloyd
CRJ In-Service Support Manager, CRJ In-Service Support
REGIONAL AIRCRAFT REGIONAL AIRCRAFT

For additional information on any of these in-service items, please contact the local
Bombardier Regional Aircraft Field Service Representative or Bombardier Regional
Aircraft Division, CRJ In-Service Support Department, 400 Chemin Cote Vertu
Ouest, Dorval, Quebec, Canada, H4S 1Y9; Telephone (514) 855-5000.

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 IN-SERVICE ACTIVITIES
Customer Canadair Regional Jet
BOMBARDIER REGIONAL AIRCRAFT CRJ FIELD SERVICE
& ASSIGNED
REPRESENTATIVES
LOCATIONS
 2 Report No. 99-01
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Hal Hughes (YUL)

Hal Hughes (YUL) Mike Robinson Steve Harrison David K
Air Canada Skywest Regional Manager Air Litt
Montreal, Quebec, Canada Salt Lake City, Utah Asia/Pacific Montpel
Phone: 514-422-6829 U.S.A. France
Phone: 801-575-2076 Phone:60-12-208-9134 Phone: 3

Tom Schweiger Scott Carruthers Gilles Potvin (MCO) Serge R

European Area Rep South African Express 407-825-3863 Air Nos
Innsbruck, Austria Phone: Flughafenstar, 6,86196 Otto Buth (CVG) Manises
43-512-286-449 Augsburg, Germany Dan Pitts Spain
Phone: 49-821-27097-64 Comair Phone:
Cincinnati, Ohio, U.S.A.
Phone: (606) 767-7852
Bruce Chown Nick DelVecchio Doug Caldwell Jason S
Lufthansa CityLine Southern Winds Adria Tyrolea
Flughafen Koln-Bonn Cordoba Brnik, Slovenia Graz
Heinrich-Stteinmann-StraBe Argentina Phone: 386-64-226-197 Austria
Phone: 49-2203-550-51 Phone: 54-70-55-6145 Phone:
Robert Labelle (DFW) Gary Maurice Leblanc (MCN) Joe Basile (IAD) Raynald
Reid (SNA) 912-784-0318 ext. 212 Atlantic Coast Airlines Midway
Mesa Airlines Peter Baker (ATL) Dulles, Virginia Durham
FortWorth, TX, USA. Atlantic Southeast Airlines Phone: (703) 661-1629 Phone:
Phone: 817-740-6615 Phone: 404-765-1927
Martin Tremblay Robin Davies Ross Hitchens
Air Wisconsin Maersk Regional Manager
Appleton, Wisonsin Birmingham EnglandPhone: Americas
Phone: 920-749-4246 44-121-243-2117 Phone: 519-659-5527

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BOMBARDIER REGIONAL AIRCRAFT DHC8

REPRESENTATIVES
AREA FIELD SERVICE
AND LOCATIONS

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Max Ingold Ross Hitchins Dan Armstrong Peter J

Air Alliance Regional Manager Americas Brymon Canadi
Eastern Canada London, Ontario United Kingdom, Western
Ste Foy, Quebec, Canada Canada Plymonth, UK and Haw
Phone: 418-564-5168 Phone: 519-659-5527 Phone: 44-1752-787699 Calgary
Phone:
Scott Carruthers Maurice Takahashi Tom Schweiger Philip M
Augsburg Airways Horizon Airlines European Area Rep Middle
Augsburg, Germany Western USA Innsbruck, Austria Abu Dh
Portland, Oregon , U.S.A. Phone: 43-512-286-449 Phone:
Phone: 49-821-27097-64 Phone: 503-249-4482
Mike Rosso Kelly Does Nigel Keys Martin
South & Central America Ryukyu Air Commuter Shuttle America Uni-Air
Miami, Florida, Okinawa, Japan Taipei,
U.S.A. Phone: 81-98-858-3348 Phone: 716-633-2363 886-2-2
Phone: 305-255-2643
Ray Gatt Steve Harrison Chris Davey James
Allegheny Regional Manager Brymon Austra
Middletown, Pennsylvania Asia/Pacific Devon, England Sydney
Phone: 717-944-8843 Phone: 60-12-208-9134 Phone: 44-1752-787699 Austral
Phone:
Brent Lund Mike Robinson
Widerøe Western USA Area Rep
Floro, Norway Salt Lake City, Utah
Phone: 47-755-13608 Phone: 801-575-2076