AD/CL-600/119 Amdt 1 - Power Control Unit Rod Centering Mechanism

The instrument contains a small number of interlocking technical and regulatory concepts. They are set out plainly in the source text and are the basis for the practical obligations that follow.

• Applicability by model and serial number. The AD is not fleet-wide across all CL-600 types. It targets CL-600-2C10 aircraft serial numbers 10003 to 10259, and CL-600-2D15 and CL-600-2D24 aircraft serial numbers 15001 to 15099 (Applicability). That defines the set of aircraft on which the mechanical change must be executed.

• Required modification and technical standard. The core required act is the installation of a new Elevator PCU centring mechanism on the elevator torque tube, carried out in accordance with Part 2 of Bombardier SB 670BA-27-042, Revision B dated 2 June 2009. The AD permits later revisions of the service bulletin only if they are approved by the Chief, Continuing Airworthiness, Transport Canada (Requirement).

• Equivalence pathway for earlier documentation. The AD accepts incorporation of the SB original issue or Revision A, but only when accompanied by specified engineering orders: Bombardier REO 670-27-31-001 or SNIEO S01 or S02 from kit drawing KBA670-93702. That is a conditional equivalence pathway that attaches a further technical requirement to earlier SB editions (Requirement).

• Compliance window. A single compliance metric is used: within 6,000 flight hours after the effective date of the AD (Compliance). This ties operator action to utilisation rather than to a fixed calendar deadline.

• Safety rationale. The Background records that during a PCU centring functional check on two CL-600-2C10 aircraft, sustained oscillations were discovered when a control rod was disconnected. Those oscillations could render the elevator surface inoperable and cause subsequent loss of pitch control. The AD therefore mandates the centring mechanism to prevent sustained oscillations (Background).

• Administrative and provenance details. The instrument is an amendment (Amdt 1), effective 24 September 2009, signed by a CASA delegate, and it corrects the date of Revision B of the referenced service bulletin (Background; Amendment). It also refers to a Transport Canada AD (Note).

These concepts create a rule structure that ties a narrowly described mechanical retrofit to a small set of aircraft, links acceptable technical documentation, and prescribes a flight-hours compliance window. Enforcement mechanisms, penalties, and monitoring are not contained in the text of the AD itself; the instrument focuses on the required modification, the relevant documents, and the schedule (Requirement; Compliance; Background; Note).

The text identifies a defined set of affected parties by model, serial number, and by the actions they must take, and it implies several categories of operational stakeholders who will bear costs or responsibilities.

• Aircraft operators and owners of the specified aircraft. The AD applies to Bombardier CL-600-2C10 serial numbers 10003 to 10259 and CL-600-2D15/2D24 serial numbers 15001 to 15099 (Applicability). Owners and operators of those individual aircraft are the primary and directly affected parties because they must ensure compliance with the installation requirement and the 6,000 flight-hour compliance window (Requirement; Compliance).

• Maintenance organisations and engineers. The required task is an installation in accordance with the Accomplishment Instructions in Part 2 of the Bombardier service bulletin. That work will be performed by maintenance personnel or contracted maintenance organisations competent to carry out SB work on Bombardier Challenger aircraft. The AD’s conditional equivalence for earlier SB issues also requires incorporation of a Bombardier Repair Engineering Order or SNIEO, which are engineering documents typically implemented by maintenance or repair shops (Requirement).

• Supply chain and kit providers. The instruction references a kit drawing (KBA670-93702) and SNIEO kit variants (S01 or S02). Where the operator relies on the original SB or Revision A, fitting the kit parts specified in the REO or SNIEO will be required. Suppliers of those kits, spare parts and related tooling will therefore be affected as demanders of parts change and parts compatibility is verified (Requirement).

• Regulatory actors. The AD is issued under the authority of the Civil Aviation Safety Authority (the delegate signing is named), and it explicitly recognises the role of Transport Canada in approving later revisions of the SB (Requirement; Note). Thus CASA, the delegate who issued the AD, and Transport Canada are referenced stakeholders: CASA issues the directive and Transport Canada has a continuing airworthiness approval role for later SB revisions.

• Operators who previously complied with earlier SB editions. There is a specific conditional rule for operators who have incorporated the original SB or Revision A. Those operators must also have incorporated the REO or SNIEO kit drawing at the same time for that earlier SB to "meet the intent" of the AD (Requirement). That creates a special compliance status for those who thought they were compliant under an earlier SB.

• Safety and operational staff. Flight operations and airworthiness staff within affected operators need to plan for maintenance downtime and record modifications against the aircraft logbooks. While the AD does not specify logbook entries, the practical effect is a need for documentation demonstrating compliance with the AD, and scheduling resources to complete the work within the flight-hours window (Compliance; Requirement).

In short, the AD imposes duties on a defined population of aircraft and their operators, with maintenance organisations, part suppliers, and regulatory approval authorities implicated through the technical documents and engineering orders the AD references.

The directive establishes a small set of duties and limited procedural rights or options.

Duties

• Install the new Elevator PCU centring mechanism. The primary duty is to install the specified centring mechanism on the elevator torque tube, following the Accomplishment Instructions in Part 2 of Bombardier SB 670BA-27-042, Revision B, dated 2 June 2009, or later revisions approved by the Chief, Continuing Airworthiness, Transport Canada (Requirement). That installation is prescriptive: the AD ties the required modification to the exact SB part and its Accomplishment Instructions.

• Meet the compliance window. The installation must be carried out within 6,000 flight hours after the effective date of the AD (Compliance). That attaches the duty to aircraft utilisation and requires planning to ensure the modification occurs before that threshold is reached.

• Conditional extra steps if earlier SB versions were used. If an operator has already incorporated the SB original issue (14 October 2008) or Revision A (8 January 2009), the AD sets a consequential duty for those cases: the earlier SB meets the intent of the AD only if Bombardier REO 670-27-31-001 or a SNIEO S01 or S02 from kit drawing KBA670-93702 is also incorporated at the same time (Requirement). That creates a duty to incorporate additional engineering orders if relying on earlier SB editions.

Rights and procedural options

• Use of later SB revisions if approved. The AD expressly allows incorporation "or later revisions approved by the Chief, Continuing Airworthiness, Transport Canada" in place of Revision B of the SB (Requirement). That provides an operator with a procedural option to comply using a later revision of the SB, provided that revision carries the required approval by the named Transport Canada official.

• Equivalence by engineering order. The AD offers a narrowly framed right to rely on earlier SB editions provided the operator also incorporates the specified REO or SNIEO. That is not a general waiver; it is a defined equivalence pathway.

What the AD does not state

• The AD does not include explicit exemptions, deferrals, or alternative methods of compliance in its text. It does not specify an administrative process for formally seeking an alternative means of compliance. It also does not state penalties or enforcement mechanisms within the text of the AD (Requirement; Compliance). Those matters are not contained in this AD as published.

• The AD does not set out who pays for the modification, how the parts are funded, or how maintenance records must be kept. Those practicalities fall to operators and their maintenance organisations, but are not detailed in the text (Applicability; Requirement).

In practice, the duties are concrete and prescriptive on what to install, how to follow the SB instructions, and when to do it. The rights are limited: operators can use later approved SB revisions or can rely on earlier SBs only when specific engineering orders or kit SNIEOs are also installed. The AD binds aircraft owners/operators in the specified serial ranges to act within the stated flight-hour period.

The text of the AD itself contains no express penalty clause, monetary fines, or specific enforcement procedures. The AD sets out a technical and timing requirement,install the new Elevator PCU centring mechanism in accordance with the referenced service bulletin or approved later revision, and complete the work within 6,000 flight hours of the effective date (Requirement; Compliance),but it does not include within its text an express statement of sanctions for non-compliance.

Implications drawn from the text

• The instrument is an amendment to an AD and is presented as a mandatory airworthiness action. It becomes effective on a given date (24 September 2009) and is signed by a CASA delegate (James Coyne) (Amendment; Background). The absence of penalty clauses in the document does not change that the instrument is a directive; the text itself imposes an obligation for the specific aircraft identified. The source does not set out how compliance will be audited or enforced.

• The AD also cross-references a Transport Canada AD (CF-2009-28R1 dated 14 August 2009) (Note). That cross-reference suggests coordination between authorities on the relevant airworthiness requirement, but the AD text does not explain any enforcement interplay or the consequences of non-compliance under Australian law or under Canadian airworthiness rules.

Matters not in the source that frequently arise but are not stated here

• The AD does not define administrative processes for proving compliance, for certifying the work, for documentary records, or for handling disputed compliance status. It does not provide a route for an operator to apply for a deferred compliance arrangement, or to seek an alternative method of compliance. These are commonly addressed in broader regulatory frameworks or in separate guidance material, but such provisions are not present in the AD text supplied.

• The AD does not identify a timeline for inspections or audits to verify completed installations. It sets a single compliance window based on flight hours and references the Bombardier SB instructions for the work itself (Compliance; Requirement).

Readers should therefore note that the AD specifies the mandatory action and a compliance metric, but does not contain within its wording the enforcement mechanics, penalties or administrative remedies. Any enforcement, penalty regime, or alternative compliance pathway would need to be located in the broader regulatory framework or in other CASA documentation; those documents are not part of the supplied source and are therefore not described here.

The AD text contains a limited set of inter-document references and implies interactions with airworthiness and manufacturer technical documentation. The source establishes the following concrete cross-references.

• Transport Canada continuing airworthiness role. The requirement permits use of "later revisions approved by the Chief, Continuing Airworthiness, Transport Canada" in place of SB Revision B (Requirement). That creates an explicit procedural link between this CASA AD and Transport Canada’s authority to approve service bulletin revisions for continuing airworthiness. The AD thus contemplates that later technical revisions authorised by Transport Canada will be acceptable for compliance.

• Reference to a Transport Canada AD. The AD notes that "Transport Canada AD CF-2009-28R1 dated 14 August 2009 refers" (Note). This indicates harmonisation or coordination with a corresponding Canadian airworthiness directive. The source does not describe any legal hierarchy between CASA and Transport Canada; it simply references the Transport Canada AD as relevant.

• Manufacturer service documentation and engineering orders. The AD anchors the mandatory modification to a Bombardier service bulletin (SB 670BA-27-042) and sets out that the Accomplishment Instructions in Part 2 of Revision B are the operative technical instructions (Requirement). It also identifies that incorporation of earlier SB editions will meet the intent only if a Bombardier Repair Engineering Order (REO 670-27-31-001) or a Service Non-Incorporated Engineering Order (SNIEO S01 or S02 from kit drawing KBA670-93702) is additionally incorporated (Requirement). These references place the AD within the web of manufacturer technical documents that typically form the basis for compliance with airworthiness requirements.

• Effective dates and amendments. The AD is an amendment (AMDT 1). The document states that the amendment corrects the date of Revision B of the referenced SB (Background) and that the original issue of the AD becomes effective 24 September 2009. The AD’s effective date and amendment status interact with procedural timelines for aircraft operators to meet the modification requirement.

What the AD does not say about wider legal interactions

• The AD does not state how it interacts with aircraft certificates of airworthiness, maintenance release processes, or operator manuals. It does not include any express integration with statutory penalty regimes or administrative enforcement pathways. The directive focuses on the technical change and its timing; it does not reproduce other statutory or regulatory provisions that might govern enforcement or certification. Those interactions are not present in the supplied source.

• The AD does not identify whether the modification must be recorded in particular official documents or whether national registration/airworthiness authorities must be notified. The document only prescribes the technical instruction source and the compliance window.

In summary, the AD explicitly interacts with Bombardier technical documents and Transport Canada continuing airworthiness approvals, and it cross-references a Transport Canada AD. Broader interactions with statutory enforcement mechanisms, certificates, or administrative processes lie outside the text provided.

The supplied material is itself an amendment note for AD/CL-600/119. The document contains specific dates, revision identifiers, and a short explanation of the amendment’s corrective purpose.

• Amendment identifier. The document is titled AD/CL-600/119 Amdt 1 (Amdt 1 appears in the headings). The header also shows "11/2009 DM" which likely identifies the month and year of the amendment (11/2009) and an internal designation (DM) as presented in the AD cover lines (header).

• Effective date. The AD states that "This Amendment becomes effective on 24 September 2009" (Compliance/Amendment). The source also repeats that "The original issue of this AD becomes effective 24 September 2009."

• Dates in referenced SBs. The AD specifies the operative service bulletin revision and its date: Bombardier Aerospace Service Bulletin 670BA-27-042, Revision B, dated 2 June 2009 (Requirement). It records earlier SB dates as well: the SB Original Issue dated 14 October 2008 and Revision A dated 8 January 2009 (Requirement). The amendment text says it "corrects date of Revision B of the referenced SB" (Background).

• Signature and date. The AD is signed by James Coyne, Delegate of the Civil Aviation Safety Authority, with a date shown as 2 September 2009 (signature block). That gives provenance for the amendment action and indicates the instrument’s administrative origin.

• Relationship to Transport Canada documentation. The AD explicitly notes that Transport Canada AD CF-2009-28R1 dated 14 August 2009 is relevant (Note). While this is not an internal amendment history item, it situates the AD among contemporaneous AD actions by another authority.

• Original instrument and amendment sequence. The source repeatedly denotes this instrument as AD/CL-600/119 Amdt 1, indicating it is the first amendment to AD/CL-600/119. It states that the original issue of the AD becomes effective on 24 September 2009 and that this amendment corrects the date of Revision B in the SB reference (Background; Amendment). The material therefore contains sufficient information to trace that this text is a corrected amendment to an original AD issued for the same subject matter.

The text does not provide a longer lineage, such as prior ADs on other subjects, or subsequent amendments beyond Amdt 1. Nor does it include a version history or an explicit list of changes beyond the correction to the SB Revision B date. The supplied source therefore supports a concise amendment narrative: an AD (original issue) with Amendment 1 correcting the SB Revision B date, effective 24 September 2009, signed 2 September 2009.

The supplied instrument contains no litigation record, case citations, judicial decisions, appeals, or references to contested enforcement actions. The document names no court cases and does not record any prior disputes or litigation arising from the AD or the underlying technical issue.

What the source does state that bears on potential disputes

• Cross-reference to Transport Canada AD CF-2009-28R1. The AD notes that the Transport Canada AD of 14 August 2009 refers (Note). That indicates coordination between authorities on the underlying defect and the mandated corrective action, but the source does not report legal proceedings or appeals arising from the AD or the Transport Canada directive.

• Conditional acceptance of earlier SBs with REO/SNIEO. The AD establishes an equivalence pathway for earlier SB editions combined with Bombardier REO or SNIEO incorporation to "meet the intent" of the AD (Requirement). That conditional formulation creates a focused technical compliance question (whether an earlier SB plus the REO/SNIEO achieves the safety objective). The text does not record any disputes about that interpretation nor any litigation history; it merely sets the condition.

Absence of litigation data in the source

• Because the source contains no litigation history, no claims about judicial treatment, administrative appeals, or legal challenges are supported by the supplied text. The AD supplies factual administrative content: the mandated modification, technical documents and dates, the compliance metric, and the issuing authority and delegate signature. It does not provide any record of legal contest or adjudication in respect of the AD.

Consequently, for a reader seeking litigation history, the supplied source yields a negative result: it contains no litigation narrative, and no judicial or tribunal citations are present.

The AD text contains several precise details and conditional clauses that create potential practical traps for operators and maintenance planners. These are concrete, text-based items to watch when implementing the AD.

• Narrow applicability by serial number. The applicability is limited: CL-600-2C10 serials 10003 to 10259, and CL-600-2D15/2D24 serials 15001 to 15099 (Applicability). Operators must check the aircraft serial number carefully. An incorrect assumption that all CL-600 series aircraft are covered or that different serial ranges are covered would be a compliance mistake.

• Conditional equivalence for earlier SBs. Incorporating Bombardier SB 670BA-27-042 Original Issue (14 October 2008) or Revision A (8 January 2009) does not automatically meet the AD. The original SB or Revision A "meets the intent" only if Bombardier REO 670-27-31-001 or SNIEO S01 or S02 from kit drawing KBA670-93702 is also incorporated at the same time (Requirement). That is a two-part technical condition; operators who relied on the earlier SB alone may not be compliant.

• Reliance on Transport Canada approvals. The AD permits later revisions of the Bombardier SB only if those later revisions are approved by the Chief, Continuing Airworthiness, Transport Canada (Requirement). Operators intending to follow a later revision must ensure that revision carries the specified approval, not merely that it is a later manufacturer version. The AD corrects the date of Revision B of the referenced SB, so care should be taken to reference the correct revision dating when documenting compliance (Background; Requirement).

• Flight-hours compliance metric. The compliance period is stated as "within 6,000 flight hours after the effective date of this AD" (Compliance). That metric means that highly utilised aircraft must be scheduled sooner; operators must compute remaining available hours from the effective date to avoid exceeding the threshold. Misreading "after the effective date" as "after notification" or other timing could create non-compliance.

• Documentation expectations implicit but not specified. The AD sets a clear installation duty but does not specify the exact documentary evidence required to show compliance, nor does it specify processes for alternative methods of compliance. Operators should therefore ensure their maintenance records clearly show adherence to the Accomplishment Instructions in Part 2 of the specified SB (Requirement). Failure to produce clear documentation could generate practical compliance disputes, even though the AD itself does not set out the audit processes.

• Multiple technical documents referenced. The AD refers to multiple documents: SB Revision B (2 June 2009), SB Original Issue (14 October 2008), Revision A (8 January 2009), REO 670-27-31-001, SNIEO S01 or S02, and kit drawing KBA670-93702 (Requirement). Ensuring the correct combination of documents is used for any given aircraft will require attention to detail by maintenance planners.

• Correction of SB date. The amendment is said to "correct date of Revision B of the referenced SB" (Background). That suggests previous versions of the AD or accompanying documentation might have contained an incorrect SB date. Operators must ensure they are working from the corrected amendment and not earlier drafts.

These items are all grounded in the plain text of the AD. They create concrete implementation risks that are avoidable with careful verification of serial numbers, SB revision and approval status, accompanying REO/SNIEO incorporation where relevant, and accurate flight-hour counting.

The AD prescribes a discrete compliance pathway. Below are the specific steps and practical actions an operator or maintenance organisation should take, grounded in the AD text.

1. Confirm applicability. Verify the model and serial number of each aircraft against the AD’s applicability list: CL-600-2C10 serial numbers 10003 to 10259, and CL-600-2D15 and CL-600-2D24 serial numbers 15001 to 15099 (Applicability). Apply the AD only to aircraft that fall within these serial-number ranges.

2. Determine the applicable technical instruction. The AD requires installation "in accordance with Accomplishment Instructions in Part 2 of Bombardier Aerospace Service Bulletin 670BA-27-042, Revision B, dated 2 June 2009" (Requirement). If a later revision exists, confirm that the later revision is approved by the Chief, Continuing Airworthiness, Transport Canada; only then may the later revision be used as the compliance document.

3. Check for prior SB incorporation and accompanying engineering orders. If the aircraft already had the SB original issue (14 October 2008) or Revision A (8 January 2009) incorporated previously, confirm whether Bombardier REO 670-27-31-001 or SNIEO S01 or S02 from kit drawing KBA670-93702 was also incorporated at the same time. The AD states that the earlier SB editions meet the AD's intent only if the REO or SNIEO was incorporated concurrently (Requirement). If that combination was not previously done, further action will be necessary to meet the AD.

4. Schedule the installation within the compliance window. The AD requires compliance within 6,000 flight hours after the effective date of the AD (Compliance). Calculate the aircraft’s flight hours from the effective date (24 September 2009) to determine the remaining flight hours before the modification must be completed, and schedule maintenance accordingly to ensure the installation is performed before that threshold is exceeded.

5. Source the parts and kit if required. The AD references kit drawing KBA670-93702 and SNIEO variants. If the REO or SNIEO route is being used (for earlier SB editions), ensure the correct kit parts and any required tooling are procured and available to the maintenance organisation. For installation under Revision B or an approved later revision, follow the parts list and procurement instructions in the Accomplishment Instructions.

6. Perform the installation following Part 2 of the SB. Carry out the installation work strictly in accordance with the Accomplishment Instructions in Part 2 of Bombardier SB 670BA-27-042 Revision B or the approved later revision that will be used as the compliance standard (Requirement). Use appropriately qualified personnel and maintenance organisation procedures.

7. Record the work and retain supporting documents. Although the AD does not specify record-keeping procedures, practically the installation should be documented in the aircraft maintenance records and logbook entries consistent with standard practices, and include references to the SB revision or REO/SNIEO used, kit drawing references, installation dates, and signatures of authorised personnel. Keep evidence that the relevant technical documents were followed, and retain details of any parts or kits installed.

8. Verify conformity where earlier SBs are used. If compliance is being achieved via the original SB or Revision A plus REO/SNIEO, ensure the REO or SNIEO used corresponds to REO 670-27-31-001 or SNIEO S01 or S02 as specified in the AD (Requirement). Confirm that the combined work meets the Accomplishment Instructions’ intent.

9. Confirm regulatory approvals for alternative revisions. If planning to rely on a later revision of the SB, obtain confirmation that the later revision is approved by the Chief, Continuing Airworthiness, Transport Canada, as required by the AD. Keep documentary evidence of that approval together with the compliance records.

10. Coordinate with any applicable Transport Canada requirements. The AD references Transport Canada AD CF-2009-28R1 dated 14 August 2009 (Note). While the supplied AD does not prescribe cross-jurisdictional processes, operators with registration or operations affected by Transport Canada may need to coordinate compliance records with Canadian requirements where relevant.

These steps follow directly from the AD text: check serial numbers (Applicability); use the specified SB Revision B or later approved revision (Requirement); ensure REO/SNIEO inclusion when relying on earlier SBs (Requirement); and comply within 6,000 flight hours of the effective date (Compliance). The AD is an installation mandate; compliance is achieved by doing the work precisely as documented in the specified technical instructions and by meeting the flight-hours deadline.