AD/CL-600/102 - Wing Anti-ice Piccolo Ducts

The AD rests on a small set of interlocking regulatory concepts: mandatory AFM procedural change, records-driven inspection obligations, physical inspection and part replacement guided by manufacturer service bulletins, and an installation prohibition for parts with specified part/serial numbers.

1. Procedural mitigation via AFM change. The AD requires insertion of listed Temporary Revisions or Revisions into the AFM Normal and Abnormal Procedures, and the AD explicitly orders operators to advise all flight crew of those changes. The textual rationale is operational: revised AFM instructions provide “proper annunciation of an insufficient heat condition, utilizing existing messages and indications, with instructions, to the pilot, to leave icing conditions if sufficient heat cannot be achieved or maintained.” The AD lists precise TR/Revision identifiers (for example PSP 601A‑1, TR 601/26 dated 16 August 2006), and allows the use of “later approved changes” to those TRs/Revisions. The effect is to require operators to change the pilot-level mitigation and decision-making environment immediately.

2. Records-based trace-back and selective replacement. The AD requires inspection of maintenance records up to the “accomplishment date of this AD” to detect whether anti-ice piccolo ducts or leading edge sections were replaced since 1 August 2000, not merely to the original release date of the service bulletin. If replacements occurred after 1 August 2000, operators must check serial numbers and replace ducts “as determined necessary” following the Accomplishment Instructions in the applicable Bombardier SB (e.g. SB 600‑0734, SB 601‑0585, SB 604‑30‑003). The AD therefore imposes a trace-back obligation that is anchored to specific calendar thresholds and to part identity.

3. Model/serial-range differentiation and targeted inspection. The AD differentiates three sets of serial‑number ranges. Broadly, CL‑600‑1A11 S/N 1004-1085 and CL‑600‑2A12 S/N 3001-3066 are included. CL‑600‑2B16 S/N 5001-5194 and 5301-5635 are included; within those, the AD divides the 5301-5635 span into 5301-5468 (subject to records checks and serial‑number replacement guidance) and 5469-5635 (subject to mandatory visual inspection and replacement as needed per SB 604‑30‑003 Rev 1). That division is explicit in the AD text and is a practical concept for staging inspection intensity.

4. Prohibition on fitting listed parts. The AD contains a direct ban, from its effective date, on installing any replacement or spare anti‑ice piccolo duct with a part/serial number listed in paragraph 2.C of the indicated Bombardier SBs (or later revisions as approved). This prohibition is immediate from the AD’s effective date and is intended to prevent reintroduction of suspect components into any affected aircraft.

5. Incorporation by reference and reliance on other regulatory/technical approvals. The AD does not itself supply new design approval or technical instructions beyond the AFM changes. Instead, it incorporates Bombardier Service Bulletins and Transport Canada approvals by reference: replacement work must follow the Bombardier SB applicable to the model “or later revision approved by the Chief, Continuing Airworthiness, Transport Canada.” That structure makes the AD an enforcement overlay that relies on manufacturer technical instructions and decisions of a foreign continuing airworthiness authority.

6. Compliance timing and staged urgency. The AD sets a short deadline for procedural changes (30 days) and a longer window for inspections/replacements (2,000 flight hours or 60 calendar months). The installation ban is effective immediately. The AD therefore imposes a graded compliance profile: immediate procedural mitigation, medium-term physical verification and corrective work, and an immediate ban on suspect spares.

Those are the AD’s central mechanics, all disclosed in the AD text: the listed TRs and SBs, the model and serial‑number ranges, the compliance windows (30 days; 2,000 flight hours or 60 months), and the transport‑Canada approval carve-out for service bulletin revisions.

The AD names by model and serial number the subset of the Bombardier Challenger fleet subject to the directive. It affects:

• Bombardier Inc. Model CL‑600‑1A11, serial numbers 1004 through 1085.
• Bombardier Inc. Model CL‑600‑2A12, serial numbers 3001 through 3066.
• Bombardier Inc. Model CL‑600‑2B16 (variously marketed as CL‑601‑3A/3R and CL‑604), serial numbers 5001 through 5194 and 5301 through 5635. Within that last span, the AD applies different measures to 5301-5468 and 5469-5635, see Requirements 2 and 3 of the AD.

Practically, the directive affects multiple decision-makers and budgets within operator organisations:

• Accountable managers and continuing airworthiness managers who must authorise and record AFM amendments, ensure TR insertion, and note change control in the operator's compliance system.
• Flight crew who must be advised of and trained on the new AFM Normal and Abnormal Procedures that address insufficient anti‑ice heat annunciation and procedure to leave icing conditions if necessary.
• Maintenance organisations (AMOs/approved maintenance organisations) that must search maintenance records, visually inspect ducts where required, check part numbers/serial numbers, implement replacements per Bombardier SBs, and certify the maintenance tasks as required by the airworthiness regulatory framework.
• Logistic and procurement staff responsible for parts inventories and supply chains, because the AD imposes a prohibition, effective from the AD date, on installing replacement/spare ducts with part numbers/serial numbers listed in paragraph 2.C of the listed Bombardier SBs. That prohibition requires removal of listed spares from permissible stock or clearly tagging them as unserviceable for fitment to affected airframes.
• Lessors and owners: the AD binds the aircraft by serial number; therefore lessors, owners and managers of affected serial‑number aircraft must ensure compliance. The AD’s maintenance-records look-back up to the AD accomplishment date potentially triggers obligations on previous maintainers whose records are used to establish whether replaced ducts were installed since 1 August 2000.

Geographically and regulatorily, the AD is an Australian CASA directive but is grounded in Transport Canada findings and references Transport Canada approvals. The AD text explicitly refers to Transport Canada AD CF‑2008‑18 and requires compliance with Bombardier SBs or later revisions “approved by the Chief, Continuing Airworthiness, Transport Canada.” Therefore operators in other jurisdictions who operate under CASA registry or who accept CASA-mandated maintenance for flights to/from Australia should note the cross‑jurisdictional linkage.

The AD text also has operational reach: the AFM changes affect in‑flight decision-making during icing encounters. That imposes training/briefing time on flight crews and influences operational choices (for example, leaving icing conditions when heat cannot be achieved), which may change dispatchability and flight planning for operators with significant exposure to icing environments.

All affected actions specified are model/serial-number contingent and must be applied only to the serial ranges stated in the AD. The AD’s explicit serial‑number partitioning is therefore operationally material.

The AD sets out binding duties on operators; it does not itself enumerate enforcement penalties, but it frames mandatory actions and compliance timings. The duties are explicit in the AD text.

Primary duties

• AFM amendment and crew notification. Requirement 1: for each applicable model/serial range, operators must amend the AFM Normal and Abnormal Procedures by inserting the applicable Temporary Revision or Revision listed in the AD, or later approved changes. The AD lists the specific TR/Revision identifiers (for example PSP 600 TR 600/23 dated 16 August 2006; PSP 604‑1, TR 604/20 dated 17 April 2006; PSP 604‑1, Revision 66 dated 1 February 2007). Operators must also advise all flight crew of the AFM changes. The compliance window for Requirement 1 is “Within 30 days after the effective date of this AD, unless previously accomplished.”

• Records inspection and serial-number trace. Requirement 2: for CL‑600‑1A11 S/N 1004-1085; CL‑600‑2A12 S/N 3001-3066; CL‑600‑2B16 S/N 5001-5194 and 5301-5468, operators must check maintenance records to determine whether any anti‑ice piccolo ducts or complete leading edge sections have been replaced since 1 August 2000. The AD explicitly states “The aircraft maintenance records up to the accomplishment date of this AD are to be checked, not just to the original release date of the applicable Service Bulletin.” If replacements have occurred since the 1 August 2000 threshold, operators must check the serial numbers and replace ducts as necessary following the Accomplishment Instructions of the applicable Bombardier Service Bulletin (SB 600‑0734, SB 601‑0585, or SB 604‑30‑003), or later revision approved by the Chief, Continuing Airworthiness, Transport Canada. The compliance window for Requirements 2 (and 3) is “Within 2000 flight hours or 60 calendar months after the effective date of this AD, whichever comes first.”

• Visual inspection for certain serials. Requirement 3: for CL‑600‑2B16 S/N 5469-5635, a visual check of the anti‑ice piccolo ducts is required, and replacement as necessary per Bombardier Service Bulletin 604‑30‑003 basic issue dated 30 November 2006, Revision 1 dated 21 January 2008, or later revision approved by the Chief, Continuing Airworthiness, Transport Canada.

• Installation prohibition. Requirement 4: from the AD effective date, operators may not install any replacement/spare anti‑ice piccolo duct with a part number/serial number listed in paragraph 2.C of the specified Bombardier Service Bulletins, or later revision approved by the Chief, Continuing Airworthiness, Transport Canada. The AD states this is a prohibition “From the effective date of this AD.”

Rights and discretion implied by the AD

• Use of later approved TR/SB revisions. The AD permits the insertion of “later approved changes” to the listed TRs/Revisions in the AFM, and permits following "later revision approved by the Chief, Continuing Airworthiness, Transport Canada" of the Bombardier Service Bulletins. That language gives operators and maintenance organisations a structured path to use subsequent technical updates, provided those subsequent revisions have the required approval from the referenced continuing airworthiness authority.

• Determination of “as determined necessary.” When the AD directs replacement “as determined necessary” following SB Accomplishment Instructions, it confers a degree of technical judgment to the maintenance authority performing the work. That judgment, however, must follow the referenced SB instructions and any applicable certification/maintenance standards.

Duties about record scope and look‑back

• The AD expressly requires that maintenance records be checked “up to the accomplishment date of this AD,” not merely to the original SB release date, which tightens the scope of the trace-back duty and ensures later replacements are captured.

Operational rights not altered by the AD

• The AD does not change airworthiness standards in the technical sense (no new design standards are issued in the text); instead it prescribes procedural and corrective actions. The AD does not, within its text, provide specific monetary compensation, nor does it include exemptions. It does provide a route to rely on later TR/SB revisions approved by Transport Canada.

All these duties and conditional rights are stated within the AD text. The AD therefore imposes tightly specified operational and maintenance obligations while allowing use of later-approved manufacturer or authority changes as the authorised compliance path.

The AD document itself is framed as a mandatory directive and repeatedly uses terms such as “This AD mandates” and “No replacement/spare anti-ice piccolo duct ... is permitted to be installed on any aircraft” from the effective date. The AD is signed by a CASA delegate and bears an effective date of 28 August 2008, which gives it immediate regulatory force for the identified fleet.

However, the AD text as provided does not set out criminal, civil or administrative penalties, nor does it specify the enforcement procedures that CASA will use to monitor or enforce compliance. The AD provides the required actions and compliance timelines,AFM amendment and crew advisory within 30 days; inspections/replacements within 2,000 flight hours or 60 calendar months; installation prohibition effective immediately,but it does not contain an express schedule of fines, licence sanctions, or procedures for reporting non‑compliance.

From the text, the pattern is that this AD functions as a binding regulatory instrument: operators are directed to take specific actions and to use specified technical documents (Bombardier SBs and named TRs/Revisions). The AD’s language,"must" and "is to be checked",indicates compulsory measures. The AD also cross‑references Transport Canada approvals for later SB revisions, which implies that compliance will be judged against the AD’s stated requirements and the technical instructions incorporated by reference.

Where the AD is silent, practitioners must look to the broader statutory and regulatory framework under which CASA issues ADs for the available enforcement mechanisms and penalties. The AD itself refers to Transport Canada and Bombardier SBs for technical instructions but does not purport to be exhaustive about enforcement. The AD’s absence of an explicit enforcement or penalty schedule in its text is notable: any sanctions or enforcement actions for non‑compliance will be administered under CASA’s general regulatory powers and associated regulations and guidance documents, not by virtue of language contained within the AD itself.

Consequently, affected operators should treat the AD’s requirements as compulsory operational and maintenance obligations to be recorded and evidenced in the aircraft’s maintenance records and operational procedures. Because the AD sets specific timelines, failure to meet those timelines would leave an operator exposed to whatever regulatory enforcement mechanisms CASA has under its statutory remit. The AD’s text itself is the clear source of the duties and compliance windows; it does not set out the enforcement procedures or penalties that may follow from breach.

The AD is tightly cross‑referenced to external technical and regulatory instruments rather than creating new technical law internal to the document. The AD’s interaction with other documents and authorities is explicit in its text.

Reference to Transport Canada and incorporation by reference. The AD repeatedly allows or requires actions “or later revision approved by the Chief, Continuing Airworthiness, Transport Canada.” That language expressly imports Transport Canada’s continuing airworthiness approvals into the CASA AD’s compliance framework. The AD further notes Transport Canada AD CF‑2008‑18 dated 9 May 2008 in a footnote. Practically, this means compliance under CASA’s AD is conditioned on the technical instructions in Bombardier Service Bulletins, and any later SB revisions used for compliance must carry approval from Transport Canada’s Chief, Continuing Airworthiness. Therefore, the AD stands at the intersection of CASA’s enforcement remit and Transport Canada’s continuing airworthiness approvals.

Incorporation of Bombardier Service Bulletins and TRs. The AD mandates specific Bombardier SBs by model and date (for example SB 600‑0734, SB 601‑0585, SB 604‑30‑003) and lists precise TRs and AFM revisions to be inserted. Operators are instructed to follow Bombardier Accomplishment Instructions in those Service Bulletins or later revisions approved by the named Transport Canada official. The AD thus makes those manufacturer documents de facto compliance standards for the purpose of the CASA AD.

Records and maintenance law. The AD requires checking maintenance records “up to the accomplishment date of this AD” to identify replacements since 1 August 2000. That instruction interacts with maintenance recordkeeping obligations under applicable civil aviation regulations; operators must therefore apply their statutory maintenance-record practices to execute the AD’s trace-back. The AD does not itself create recordkeeping obligations beyond what the maintenance regulations require, but it binds maintenance documentation as the evidentiary source for compliance.

AFM changes and operational law. The AD requires immediate AFM amendments and advising all flight crew. AFM content and changes interact with operational and flight crew training and currency requirements under prevailing aviation regulations and operational approvals. The AD does not specify how those amendments interact with operator manuals beyond inserting TRs, but compliance will require updating operational documentation and pilot briefings according to the operator’s regulatory obligations.

Jurisdictional overlap. Although the AD is an Australian CASA instrument, it adopts Transport Canada approvals and relies on Bombardier SBs. That creates cross‑jurisdictional linkages: Transport Canada’s approvals dictate which later SB revisions are acceptable for compliance with the CASA AD. Operators should be alert to the practical implication that a later Bombardier SB revision accepted by Transport Canada will be acceptable to CASA under this AD, per its text.

Absence of statutory enforcement mechanics in the AD. As noted under Penalties and enforcement, the AD does not itself specify penalties; enforcement will therefore be exercised under CASA’s statutory powers and relevant aviation statutes and regulations. The AD interacts with those broader laws by establishing specific, time‑limited duties that enforcement authorities can verify against maintenance and operational records.

In sum, the AD is not self‑contained technical law; it prescribes amendments, inspections and part replacements that are to be carried out by reference to manufacturer and foreign regulator approvals. The AD therefore intersects and depends on Bombardier Service Bulletins, Transport Canada approvals, and the general statutory/regulatory regime under which CASA enforces airworthiness obligations.

The AD text contains multiple cross‑references to earlier temporary revisions, revisions of AFM material, and service bulletin issue/revision dates. The AD itself becomes effective 28 August 2008 and is signed 16 July 2008 by James Coyne, Delegate of the Civil Aviation Safety Authority. Within the AD the following specific dates and revision identifiers are stated, which form the documentary amendment history relevant to compliance:

• AFM Temporary Revisions and Revisions cited for insertion into AFM Normal and Abnormal Procedures:

  • PSP 600 (DOT), TR 600/23 dated 16 August 2006.
  • PSP 600-1 (DOT), TR 600-1/19 dated 16 August 2006.
  • PSP 601-1A, TR 601/27 dated 16 August 2006.
  • PSP 601-1A-1, TR 601/15 dated 16 August 2006.
  • PSP 601-1B, TR 601/19 dated 16 August 2006.
  • PSP 601-1B-1, TR 601/14 dated 16 August 2006.
  • PSP 601A-1, TR 601/26 dated 16 August 2006.
  • PSP 601A-1-1, TR 601/27 dated 16 August 2006.
  • PSP 604-1, TR 604/20 dated 17 April 2006.
  • PSP 604-1, Revision 66 dated 1 February 2007.

• Bombardier Service Bulletins listed as the technical basis for inspections and replacement:

  • SB 600-0734, dated 30 November 2006 (CL-600‑1A11).
  • SB 601-0585, dated 30 November 2006 (CL-600‑2A12 and CL-600‑2B16 CL‑601 variants).
  • SB 604-30-003, basic issue dated 30 November 2006 and Revision 1 dated 21 January 2008 (CL‑600‑2B16 CL‑604 variants). The AD explicitly lists both the basic issue and Revision 1 with dates.

• Transport Canada AD referenced:

  • Transport Canada AD CF‑2008‑18 dated 9 May 2008 is referenced in a Note within the AD.

• AD dates:

  • Signed by James Coyne, Delegate of CASA, 16 July 2008.
  • The AD “becomes effective on 28 August 2008.”

The AD also includes an explicit instruction on record look-back: “The aircraft maintenance records up to the accomplishment date of this AD are to be checked, not just to the original release date of the applicable Service Bulletin (i.e. 30 November 2006) as stated in the Service Bulletins listed in paragraph B.2 below.” That instruction is part of the AD’s temporal amendment logic: it updates the operational approach to trace‑back beyond the service bulletin issue date.

No subsequent amendments to this AD are included in the text provided. The AD itself permits compliance using “later revision approved by the Chief, Continuing Airworthiness, Transport Canada,” which creates an open procedural path for later technical changes to be adopted, but the AD text provided is the operative directive effective 28 August 2008 and lists the contemporaneous TRs and SB revisions that operators were required to use or supersede by later approved revisions.

The AD text as provided contains no record of litigation, appeals, or adjudicative proceedings related to AD/CL‑600/102. There is no reference in the document to legal challenges, enforcement actions taken, or contested interpretations. The only legal/administrative attribution in the AD text is its issuance by the CASA delegate, James Coyne, and the cross‑reference to Transport Canada AD CF‑2008‑18.

Because the AD text does not supply a litigation history, practitioners seeking any court or tribunal decisions that interpret or test this AD will need to consult external sources,case law databases, CASA enforcement records, or tribunal decisions,not contained within the AD text. The AD itself does not summarise or cite any judicial decisions, nor does it reflect any litigation outcomes.

In the absence of litigation material in the AD, two practical notes follow strictly from the AD content:

• The AD anchors compliance obligations to specified technical documents and approvals. Any litigation challenging the AD would likely engage issues of administrative law (delegation, authority to require AFM insertions, incorporation by reference of foreign approvals), technical adequacy, and the evidence basis for the safety direction (the AD attaches Transport Canada findings and Bombardier SBs). The AD text itself, however, contains no mention of any such proceedings.

• If a reader requires litigation history or enforcement actions touching this AD, they must look beyond the AD text to CASA enforcement records and court/tribunal databases for the relevant timeframe after 28 August 2008.

Consequently, the AD supplies no litigation history and no declared outcomes of any adjudicative process. That absence is itself a factual point to note when advising clients: the AD is presented as an administrative safety instrument without any recorded judicial history recorded in the document.

The AD contains several operational and compliance traps for inattentive implementers; these arise from how the AD partitions serial numbers, references external approvals, and sets differing timelines and prohibitions. The following items are contained in or directly follow from the AD text.

1. Serial-number partitioning and split requirements. The AD splits the CL‑600‑2B16 serial sequence 5301-5635 into two sub‑ranges with different instructions:

   • S/N 5301-5468 are subject to Requirement 2: check maintenance records, and if replaced since 1 August 2000 check serial numbers and replace as necessary per SB.
   • S/N 5469-5635 are subject to Requirement 3: a mandatory visual inspection and replacement as necessary per SB 604‑30‑003 Revision 1. If implementers read only the top-level applicability list (which lists 5301-5635) they may miss the more specific bifurcation and apply the wrong procedure to particular serial ranges. The AD text explicitly lists both groupings in different paragraphs; reading the AD carefully is essential.

2. Records look‑back scope. The AD requires checking maintenance records “up to the accomplishment date of this AD, not just to the original release date of the applicable Service Bulletin (i.e. 30 November 2006)”. This is a narrow but consequential instruction. If maintenance organisations stop their record search at the SB issue date, they may miss parts replaced after that time and therefore misapply the replacement or prohibition requirements. The AD therefore requires a forward-looking check up to the AD’s accomplishment date.

3. Installation prohibition tied to paragraph 2.C of the SBs. The AD prohibits from the effective date the installation of any replacement/spare anti‑ice piccolo duct with a part/serial number listed in paragraph 2.C of the listed Bombardier SBs. Implementers must retrieve paragraph 2.C in each SB to identify the prohibited PN/SN list. Failure to review the specific paragraph text in the SBs could leave an operator mistakenly fitting a banned spare.

4. Reliance on approvals by Transport Canada. The AD allows compliance via “later revision approved by the Chief, Continuing Airworthiness, Transport Canada.” Practically, that means that a maintenance organisation must verify whether a later Bombardier SB revision exists and whether Transport Canada has approved it. Operators may mistakenly assume that Bombardier’s later revisions automatically qualify; however, the AD conditions acceptance on Transport Canada approval. This cross‑reference to a foreign authority is an implementation complexity.

5. Short AFM insertion window. Requirement 1 must be completed within 30 days of the AD effective date. That short window can be operationally constraining: AFM changes must be politically and technically authorised quickly, flight crews briefed, and entries made in operational documentation. Operators who delay may be deemed non‑compliant even where the physical inspections are scheduled within the longer 2,000 flight hour / 60 month window.

6. Different timelines for different obligations. The AD sets a short deadline for AFM changes and a longer deadline for physical inspection/replacement. Mistaking the 2,000 flight hours / 60 months compliance window to apply also to the AFM change would be a compliance error. The AD is explicit: AFM insertion and crew advice “Within 30 days,” while Requirements 2 and 3 are within 2,000 flight hours or 60 calendar months.

7. Ambiguity in “as determined necessary.” The AD directs replacement of ducts “as determined necessary” in accordance with SB Accomplishment Instructions. That grants technical discretion to the maintenance authority, but may create disagreement between operators and regulators over what is “necessary.” Documentation of the basis for the maintenance judgement will be essential.

8. Spares inventory management. The immediate installation prohibition requires parts‑logistics action at the AD effective date: prohibited spares must not be fitted and must be quarantined, tagged or disposed of consistently with regulatory and company policy. Failure to reconcile parts inventories against the SB paragraph 2.C lists may expose operators to inadvertent non‑compliant installations.

9. AFM wording must match approved TR/Revision. The AD requires insertion of specific TRs or later approved changes. Operators must ensure the words inserted into the AFM correspond to the TR/Revision or subsequently approved text; ad hoc rewording risks failing to meet the AD’s requirement that the “applicable Temporary Revision or Revision” be inserted.

10. Cross‑jurisdictional operators. For operators that fly aircraft across jurisdictions (for example, aircraft under foreign registry or operated in Australia under a foreign AOC), the cross‑reference to Transport Canada approvals may create an administrative mismatch with other national continuing airworthiness authorities. The AD text explicitly ties acceptance of later SB revisions to Transport Canada, so multi‑jurisdiction operators must check approvability in each relevant authority.

Each of these “gotchas” is grounded in the AD text: the serial number splits and differing requirements are explicit, the records look‑back phrase is explicit, the linkage to paragraph 2.C in the SBs and to Transport Canada approval is explicit, and the compliance dates are laid out in the AD. These are practical pitfalls the AD creates by its structure and cross‑references rather than external inferences.

Compliance requires coordinated action across operations, maintenance, records, procurement and training. The AD provides explicit duties and timelines; the following is a practical checklist, each element traceable to the AD text.

1. Establish the aircraft population. Identify all aircraft under your control that match the affected models and serial numbers: CL‑600‑1A11 S/N 1004-1085; CL‑600‑2A12 S/N 3001-3066; CL‑600‑2B16 S/N 5001-5194 and S/N 5301-5635. Within the CL‑600‑2B16 5301-5635 span, partition aircraft into S/N 5301-5468 and S/N 5469-5635 because Requirement 2 applies to 5301-5468 and Requirement 3 applies to 5469-5635.

2. AFM amendment and crew notification (Requirement 1, 30 days). Insert into each affected aircraft AFM Normal and Abnormal Procedures the applicable Temporary Revision or Revision listed in the AD, or later approved changes:

   • Retrieve and apply the specific TRs/Revisions listed (for example PSP 600 TR 600/23, PSP 601A‑1 TR 601/26, PSP 604‑1 TR 604/20, PSP 604‑1 Revision 66 dated 1 February 2007).
   • Record the AFM change in the operator’s document control system and maintenance records.
   • Advise all flight crew of the changes, and record the crew notification/briefing. The AD explicitly requires operators to “Advise all flight crew of the changes introduced in the applicable AFM TR or Revision.”

3. Maintenance‑records trace‑back (Requirement 2, within 2,000 flight hours or 60 months). For the relevant serial ranges (CL‑600‑1A11 S/N 1004-1085; CL‑600‑2A12 S/N 3001-3066; CL‑600‑2B16 S/N 5001-5194 and 5301-5468):

   • Perform a maintenance records review up to the “accomplishment date of this AD” to determine whether any anti‑ice piccolo ducts or complete leading edge sections have been replaced since 1 August 2000. The AD insists that the look‑back must extend to the AD’s accomplishment date.
   • If replacement parts were installed since 1 August 2000, check the part and serial numbers of those replaced ducts.
   • Consult the applicable Bombardier Service Bulletin for the aircraft model: SB 600‑0734, SB 601‑0585, or SB 604‑30‑003, as applicable. Use the SB Accomplishment Instructions to determine the need for replacement and follow those instructions to replace ducts as necessary. The AD allows the use of “later revision approved by the Chief, Continuing Airworthiness, Transport Canada,” so verify whether a later approved revision exists and whether Transport Canada approval is recorded.

4. Visual inspection for S/N 5469-5635 (Requirement 3, within 2,000 flight hours or 60 months). For CL‑600‑2B16 S/N 5469-5635:

   • Perform the visual check of anti‑ice piccolo ducts as specified by Bombardier SB 604‑30‑003, basic issue dated 30 November 2006, Revision 1 dated 21 January 2008, or later revision approved by the Chief, Continuing Airworthiness, Transport Canada.
   • Replace ducts as required by the SB Accomplishment Instructions.

5. Quarantine and inventory control (Requirement 4, from effective date). From the effective date of the AD (28 August 2008):

   • Review spare parts inventories and quarantine or tag any replacement/spare anti‑ice piccolo ducts with a part number/serial number listed in paragraph 2.C of the listed Bombardier Service Bulletins (or later revision approved by the Chief, Continuing Airworthiness, Transport Canada). The AD forbids installation of listed parts on any aircraft.
   • Establish a verification step in maintenance intake procedures that confirms the PN/SN of any duct prior to installation and records compliance with the installation prohibition.

6. Documentation and certification. For all inspection and replacement actions:

   • Record the AFM TR insertion in the AFM revision log and in the operator’s quality/compliance system.
   • Enter inspection findings, part PN/SNs checked, parts replaced and associated SB references into the aircraft’s maintenance logbooks and the operator’s maintenance management system.
   • If parts are replaced, ensure the maintenance release or certificate is issued in accordance with applicable maintenance regulations and that the SB Accomplishment Instructions were followed or that an approved alternative method is documented and authorised.

7. Technical approvals and conformity. Where the AD permits use of “later revision approved by the Chief, Continuing Airworthiness, Transport Canada,” confirm:

   • Whether a later Bombardier SB revision is available, and document Transport Canada approval for that revision before relying on it for compliance.
   • If a maintenance authority intends to use an alternative method of compliance, document and pursue the appropriate approval pathway with CASA or the applicable continuing airworthiness authority. The AD text links acceptability to Transport Canada approvals, so confirm the pathway for CASA acceptance where appropriate.

8. Training and operations. Brief flight crews on the AFM changes and ensure that short‑term procedures for icing encounters reflect the new AFM guidance to “leave icing conditions if sufficient heat cannot be achieved or maintained.” Record the briefings and any training undertaken.

9. Audit trail and evidence for regulators. Assemble a compliance package that contains:

   • Evidence of AFM TR insertion and crew advisories.
   • Maintenance record review showing whether ducts were replaced since 1 August 2000, and PN/SN checks.
   • Copies of the SB Accomplishment Instructions used, and evidence of Transport Canada approval for any later revision used.
   • Records of visual inspections and any replacements performed, including part tags and maintenance releases. The AD explicitly ties compliance to records and SB instructions; maintain the audit trail accordingly.

10. Ongoing monitoring. Because the AD allows later approved revisions for AFM TRs and SBs, establish a process to monitor Bombardier SB updates and Transport Canada approvals that might affect compliance pathways. Ensure any later revision used is documented as approved by the referenced Transport Canada official.

Each of these compliance steps flows directly from the AD’s text: the model and serial lists, the TR/SB identifiers and dates, the record look‑back instruction, the compliance times (30 days; 2,000 flight hours or 60 months), and the installation prohibition effective from the AD’s effective date.

Operators should ensure that their AMOs, accountable managers and flight crew coordinators coordinate to meet the short AFM deadline and the longer physical inspection window, and document all actions in the aircraft records in line with the AD’s explicit record‑driven obligations.