The AD operates through a small set of interlocking concepts: applicability, operational mitigation, diagnostic special checks, tolerance-based triage, corrective replacement, restoration of normal procedures, and maintenance-schedule embedding. Applicability is confined to specified Challenger variants and serial number ranges: CL-600-1A11 (1004-1085), CL-600-2A12 (3001-3066), CL-600-2B16 CL-601-3A/-3R (5001-5194), and CL-600-2B16 (CL-604) (5301-5579) (Applicability). That bounds who must act.

Operational mitigation: Requirement 1 directs insertion of particular AFM Temporary Revisions (TRs) appropriate to model and AFM edition, creating interim procedural or operational guidance on stall protection system behaviour until hardware rectification and verification occurs. The AFM TR identifiers are listed by model and AFM (Requirement 1 table). The AD explicitly contemplates that some AFMs may already have been amended by either the prior AD or Transport Canada AD CF-2002-05R1 (Note 1).

Diagnostic special checks: Requirement 2 mandates a special check of both left and right AOA transducers following the “Aircraft Setup” and “Part A - Special Check” procedures in the named Bombardier Alert Service Bulletins (ASBs): A600-0715, A601-0550 or A604-27-011 (each dated 7 Jan 2002, or R1 dated 27 Feb 2004) as applicable (Requirement 2). The check produces two measurement types: voltages associated with shaker and pusher firing angles, and vane-angle positions for shaker and pusher. The AD requires recording the voltages and vane angles, and assessing them against the ASB Appendix A tables (Tables 1.1 and 1.2) and, where relevant, expanded tolerances in Table A of the ASB Accomplishment Instructions (Requirement 2.a-2.c).

Tolerance-based triage: The AD uses a stepped assessment. If voltages are outside specified tolerances, the Stall Protection Computer must be replaced and the special check repeated (Requirement 2.b). If vane angles are within the strict tolerances, no further AOA checks are required under Requirement 2, but Requirement 4 must be satisfied before return to service (Requirement 2.c(i)). If vane angles fall outside the strict tolerances but within the expanded tolerances, replacement of the out-of-tolerance transducer(s) can be delayed for 150 hours TIS from the check date, subject to continued compliance with the AFM TR until Requirement 4 is completed (Requirement 2.c(ii)). If vane angles exceed the expanded tolerances, Requirement 3 triggers immediate action before further flight (Requirement 3).

Corrective replacement and verification: Requirement 4 prescribes removal and replacement of any AOA transducer or transducer assembly not within the strict Appendix A tolerances, with immediate measurement of the newly installed unit to verify compliance, following the ASB Part B procedures. Requirement 5 requires removal of the AFM temporary amendment after completion of Requirement 4.

Maintenance-schedule embedding: Requirement 6 requires incorporation of TLMCs into the approved Maintenance Schedule via specific AMM Temporary Revisions (PSP 605 TR 5-124; PSP 601-5 TR 5-210; PSP 601A-5 TR 5-228; TLMC TR 5-2-16) dated 27 February 2004, thereby converting what was an initial special check into a recurring maintenance action (Requirement 6). The Background states that the amendment deletes the repetitive AOA checks that were required by the original issue and introduces the AOA check in the TLMC of the applicable AMM, reflecting that transition from repetitive ad hoc checks to scheduled maintenance (Background).

Other linking concepts: The AD cross-references various Bombardier ASBs and Transport Canada AD CF-2002-05R1 (Note 2 and Note 3), and identifies the responsible authority within CASA by inclusion of a delegate’s signature (James Coyne) dated 16 December 2004. Compliance timing depends on aircraft TIS thresholds, with distinct windows for the AFM amendment (Requirement 1), the special checks (Requirement 2), and the AMM TLMC incorporation (Requirement 6) (Compliance). The AD thereby blends operational limits, diagnostic procedures, hardware replacement, and schedule changes into a stepwise remedial regime.

Primary operational parties: Operators and continuing airworthiness managers of the specified Bombardier (Canadair) CL-600 Challenger series aeroplanes listed under Applicability are directly affected. The AD applies to specific serial number ranges for each model: CL-600 (1004-1085), CL-601 (3001-3066), CL-601-3A/-3R (5001-5194), and CL-604 (5301-5579) (Applicability). Aircraft falling outside those serial ranges are not covered by the AD as written.

Maintenance organisations and maintenance personnel are secondarily affected. Requirement 2 instructs performance of specific measurement-based special checks in accordance with the Accomplishment Instructions of Bondardier Alert Service Bulletins (ASBs), and Requirement 4 requires replacement and post-installation measurements to be accomplished according to ASB Part B instructions. Requirement 6 requires an amendment to the approved Maintenance Schedule by incorporating specified AMM Temporary Revisions (TLMCs). Those tasks will typically fall to licensed maintenance organisations or certifying staff authorised under the operator’s maintenance exposition.

Manufacturers and suppliers: Bombardier Aerospace is named as the source of the ASBs and must be the provider of the referenced procedures and tolerances; the AD requires replacement AOA transducers (Requirement 4) and makes the ASBs the documentary standard for checks. The AD also references Transport Canada’s directives (Notes 1 and 3), so Bombardier and Canadian authorities are relevant parties for technical reference and approvals.

Regulatory/oversight actors: The Civil Aviation Safety Authority (CASA) is the issuing authority by its delegate (James Coyne), exercising powers under the cited subregulation 39.1(1) of CASR 1998. The AD is notified in the Commonwealth Gazette (22 December 2004), indicating formal administrative publication. The AD explicitly contemplates prior compliance via the now-revoked AD/CL-600/49 or Transport Canada AD CF-2002-05R1 (Note 1), so operators who previously acted under those instruments are affected insofar as their prior compliance may already satisfy elements of this AD.

Operational stakeholders who bear costs and decisions: Aircraft owners/operators bear the direct costs of performing the special checks, recording and assessing results, replacing Stall Protection Computers or AOA transducers if required, and amending AFMs and maintenance schedules. Those parties also decide whether to delay replacement for up to 150 hours TIS under the specified expanded-tolerance allowance (Requirement 2.c(ii)), which imposes an operational decision to continue flying with AFM-mandated procedures until replacement. The AD also creates administrative actions for updating manuals (AFM and AMM TR insertions), which are typically managed by the operator’s document-control function and maintenance control.

Who does not directly pay under the AD text: The AD does not, within its text, state that CASA or Bombardier will supply parts, nor does it allocate costs between parties; the document imposes obligations on operators and maintainers to perform checks, replacements and document amendments.

Duties set by the AD are concrete and procedural. The principal duties are:

• AFM amendment duty (Requirement 1): Operators must amend the Aircraft Flight Manual by inserting the AFM Temporary Revision applicable to their model and AFM edition listed in the Requirement 1 table, unless already done. This duty is immediate for many aeroplanes depending on TIS thresholds (Compliance for Requirement 1).

• Diagnostic check duty (Requirement 2): Operators must, unless previously accomplished, carry out the special check of both left and right AOA transducers following the procedures in the ASB Accomplishment Instructions (paragraphs 2.A Aircraft Setup and 2.B Part A - Special Check). The checks require recording voltages and vane angles for shaker and pusher firing angles (Requirement 2.a).

• Assessment and follow-up duty (Requirement 2.b-2.c): Operators must assess recorded voltages and vane angles against tables in the ASB (Appendix A Table 1.1 and Table 1.2) and, if applicable, against expanded tolerances in Table A of the ASB. Where voltages are outside tolerances, the Stall Protection Computer must be replaced, and checks repeated. Where vane angles exceed strict tolerances but are within expanded tolerances, replacement may be delayed up to 150 hours TIS, with continued compliance with the AFM TR until replacement is completed.

• Immediate grounding action duty (Requirement 3): If any recorded vane angle is outside the expanded tolerances, Requirement 3 triggers and the AD requires action before further flight. That imposes an immediate operational stop until correction.

• Replacement and verification duty (Requirement 4): Remove and replace any AOA transducer outside strict tolerances and measure the newly installed transducer’s vane angles and voltages to ensure they fall within specified ranges, following ASB Part B procedures.

• AFM TR removal duty (Requirement 5): After compliance with Requirement 4, the operator must remove the AFM temporary amendment introduced under Requirement 1.

• Maintenance schedule duty (Requirement 6): Operators must amend their approved Maintenance Schedule to incorporate TLMCs introduced by the named AMM Temporary Revisions within 30 days after the effective date of the amendment.

Rights or conditional allowances provided by the AD:

• Prior compliance recognition (Note 1): The AD recognises that amendment of the AFM may already have been accomplished under the revoked AD/CL-600/49 or Transport Canada AD CF-2002-05R1. That recognition operates as a de facto right to rely on prior compliance where applicable.

• Conditional delay for replacement (Requirement 2.c(ii)): If vane angles are outside strict but within expanded tolerances, the operator may delay replacement for up to 150 hours TIS from the date of check, provided the AFM TR continues to be enacted until replacement is completed. That is an operational concession allowing limited continued operation with mitigations.

• Recheck after Stall Protection Computer replacement (Requirement 2.b): If voltages are outside tolerance, the AD requires replacement of the Stall Protection Computer and repetition of the initial special check; this procedural cycle gives a discrete remedial path and requires verification rather than immediate transducer replacement in those circumstances.

Duties of record and conformity: The AD requires recording voltage and vane-angle results (Requirement 2.a) and repeating checks after replacement actions (Requirements 2.b, 4). It also ties required actions to Bombardier ASB procedures and to specific AMM/AFM TR documents (Requirements 1, 2, 4, 6), giving documentary obligations for conformity with the Accomplishment Instructions.

Who decides: The CASA delegate issued the AD (signature present) and sets compliance timelines (Compliance). Operational discretion lies with operators as to how to sequence checks and replacements within the AD’s conditional allowances (notably the 150-hour delay option), and with maintenance personnel to conduct and certify the measurements and corrective installations according to the ASB and AMM instructions.

What is not included as a right or duty in the AD: The AD text does not specify penalties, sanctions, or the enforcement mechanism beyond its issuance under CASR subregulation 39.1(1) and notification in the Gazette. It does not allocate costs or express obligations for spare parts provisioning or support by Bombardier.

The AD is issued under subregulation 39.1(1) of CASR 1998, as stated in the preamble: the CASA delegate “revokes Airworthiness Directive (AD) AD/CL-600/49 and issues the following AD under subregulation 39.1 (1) of CASR 1998.” The AD itself sets out mandatory actions and compliance dates, and it was notified in the Commonwealth of Australia Gazette on 22 December 2004. Those procedural facts establish the document’s formal regulatory character in the Australian administrative architecture as represented in the AD text.

However, the AD text does not set out specific penalty amounts, infringement processes, administrative sanction mechanisms or criminal offence provisions within the body of this document. The AD prescribes the required measures (Requirements 1-6) and precise compliance timeframes (Compliance section), and it identifies the delegate of CASA who signed the AD (James Coyne, 16 December 2004). The absence of explicit penalty clauses or enforcement steps in the AD itself means that the AD does not, in this printed text, delineate the downstream enforcement pathway; it confines itself to stating mandatory remedial and preventative requirements and their deadlines.

Practically, the AD creates enforceable obligations by virtue of being an AD under the cited CASR subregulation, and it was formally published in the Gazette, which in standard regulatory processes gives legal notice. The AD specifies actions that must be carried out “unless previously accomplished” and sets compliance deadlines tied to time-in-service thresholds, and it requires maintenance-schedule amendments within specified times. The AD also prescribes actions that must be completed before returning an aircraft to service in particular circumstances (Requirement 2.c(i) and Requirement 4). Those provisions can be read as imposing conditions on airworthiness and serviceability.

But readers should note: this AD text does not itself describe the administrative enforcement tools, inspection or audit powers, certificate actions, or penalties that CASA or another regulator might apply for non-compliance. It likewise does not set out appeal processes or review mechanisms for disputed technical findings or for relief from compliance dates. The AD does incorporate referenced Bombardier ASBs and AMM TRs as technical standards for the checks and replacements, providing specific technical enforcement criteria (Requirement 2 references ASB Appendix A tables, Requirement 4 references ASB Part B). Enforcement in practice will therefore hinge on conformity with those technical standards.

Finally, the AD’s Notification in the Commonwealth Gazette provides public notice of the AD’s effective date (22 December 2004), which is a formal step supporting any subsequent enforcement action based on the AD’s requirements.

This AD expressly situates itself within a regulatory chain. It is issued under subregulation 39.1(1) of CASR 1998, which is cited as the legal basis for the CASA delegate’s authority to issue an AD (preamble). That tie indicates the AD operates as a statutory administrative instrument within Australia’s Civil Aviation Safety Regulations framework, although the AD text does not reproduce the content of subregulation 39.1(1). The AD also cross-references and incorporates technical materials and prior directives from other sources.

Interaction with previous CASA AD: The AD revokes Airworthiness Directive AD/CL-600/49 and is issued as an amendment (Amdt 1), so it replaces the prior CASA instrument on the subject. The Background notes that the original issue required AFM amendment and special checks; this Amendment modifies applicability, corrects AFM TR references for CL-604, deletes repetitive checks previously required, and introduces the AOA check into the TLMC of the AMM (Background). That creates a temporal legal interaction: operators who complied with the earlier AD may already have met some requirements of the amended AD (Notes 1 and 2).

Interaction with foreign directives and manufacturer service documents: The AD explicitly references Transport Canada AD CF-2002-05R1 (Notes 1 and 3) and the Bombardier Alert Service Bulletins A600-0715, A601-0550 and A604-27-011 (Requirement 2). The AD allows “later revisions approved by Transport Canada” of the referenced ASBs for the checks (Requirement 2). Therefore, the AD links CASA compliance obligations to manufacturer instructions and to Canadian regulatory approvals, creating a technical cross-acceptance relationship: the AD requires compliance with Bombardier ASB Accomplishment Instructions as approved by Transport Canada.

Interaction with aircraft documentation regimes: The AD mandates insertion and later removal of AFM Temporary Revisions (Requirement 1 and Requirement 5). It also requires amendment of the approved Maintenance Schedule to incorporate TLMCs via particular AMM Temporary Revisions (Requirement 6). Thus, it directs changes to operational documents (AFM) and maintenance documentation (AMM, Maintenance Schedule), which are typically subject to separate approval and control processes under the air operator’s or maintenance organisation’s document-control systems and regulatory oversight. The AD’s requirement to amend the Maintenance Schedule suggests that the recurrent check will become part of the continuing airworthiness regime.

Practical interplay: The AD’s conditional alleviation , permitting delay of transducer replacement for up to 150 hours TIS if readings are within expanded tolerances , is constrained by the continuing AFM TR obligations. That creates an interplay between operational restrictions (AFM TR), maintenance scheduling (allowed 150-hour delay), and ultimate requirement to complete replacements and to remove AFM limitations once replacement and verification occur (Requirement 5). The AD also requires that when voltages are outside tolerances the Stall Protection Computer be replaced and checks repeated (Requirement 2.b), linking different aircraft systems and parts to the compliance path and potentially to inventory and parts-procurement legal obligations.

Publication and formal notice: The AD is notified in the Commonwealth of Australia Gazette on 22 December 2004, which establishes its formal public record and interacts with existing legal notice requirements.

What the AD does not specify regarding other laws: The AD does not quote or summarise the CASR provisions that address enforcement, penalty or dispute resolution, nor does it detail the interface with air operator or maintenance organisation approvals. It also does not create international obligations; instead it references foreign service documents and the Canadian AD, thereby relying on cross-border technical harmonisation rather than imposing new foreign-law obligations.

The AD document contains an explicit amendment history embedded in its title, preamble and Background. Key chronological points recorded in the AD are:

• Original issue: The Background states “The original issue of this Airworthiness Directive became effective on 6 March 2002.” That original AD required AFM amendment and special checks of AOA transducers (Background).

• Revocation and re-issue as amendment: The preamble states the CASA delegate “revokes Airworthiness Directive (AD) AD/CL-600/49 and issues the following AD under subregulation 39.1 (1) of CASR 1998.” The AD bears the identifier “AD/CL-600/49 Amdt 1” and is signed by the CASA delegate James Coyne on 16 December 2004, with an effective date noted as 22 December 2004 (signature and Gazette notification).

• Changes introduced in this Amendment (Amdt 1): The Background summarises what this Amendment does relative to the original issue: it “amends the applicability for CL-604 aeroplanes, corrects the reference for the CL-604 AFM TR, deletes the repetitive AOA checks required by the original issue of this Directive and introduces an AOA check in the TLMC of the applicable AMM.” Those four specific modifications are the substance of Amdt 1.

• References to Transport Canada and consequential amendments: The AD notes that AFM amendments may have been accomplished under prior CASA AD/CL-600/49 or Transport Canada AD CF-2002-05R1 (Note 1). It also indicates the ASBs have revision history; Requirement 2 allows the “later revisions approved by Transport Canada” of the named Bombardier ASBs (Requirement 2). The AMM TRs cited in Requirement 6 are dated 27 February 2004, which suggests a sequence where manufacturer AMM Temporary Revisions were issued before or contemporaneously with the AD amendment.

• Dates: The AD includes dates on specific referenced documents: the ASBs are listed as dated 7 January 2002, or Revision 1 dated 27 February 2004 (Requirement 2 table). The AMM TLMC TRs are dated 27 February 2004 (Requirement 6 table). The delegate signed the AD on 16 December 2004; the AD became effective 22 December 2004 and was gazetted the same day. These dates together provide a timeline of manufacturer technical advice and CASA’s formal legal action.

• Deletion of repetitive checks: The Background explicitly records that the Amendment “deletes the repetitive AOA checks required by the original issue of this Directive” and instead moves the AOA check into the TLMC of the AMM, reflecting an institutionalisation of the check into scheduled maintenance rather than recurring AD-mandated checks. That is the substantive policy shift recorded in this amendment.

There are no further amendment entries, revision numbers or later CASA re-issues contained in the provided text. The AD points operators to potential prior compliance under Transport Canada AD CF-2002-05R1, but the AD text contains no subsequent amendments after Amdt 1; any subsequent changes would have to be located in later instruments outside the text supplied.

The supplied AD text contains no record of litigation, appeals, judicial review or administrative dispute relating to AD/CL-600/49 or this Amendment. The document is a regulatory instrument signed by a CASA delegate (James Coyne) and formally published in the Commonwealth Gazette on 22 December 2004, but it does not report any legal challenges to its terms, nor does it reference any legal proceedings. It also does not reference appeal rights, administrative review procedures, or dispute-resolution routes.

Because the AD relies on technical standards (Bombardier ASBs and AMM TRs) and references Transport Canada AD CF-2002-05R1, any contested interpretation of technical tolerances or the adequacy of inspections would likely be handled through administrative compliance channels, maintenance certification processes or potentially through broader regulatory appeal mechanisms under the Civil Aviation Safety Regulations framework. Those avenues are not described in the AD text.

If a reader requires actual litigation or appeal records concerning this AD, the AD itself does not provide that material. The AD’s Background and notes do not include mention of litigation. Consequently, for any enquiry about disputes, enforcement actions or court decisions arising from this AD, the reader must consult external records (court registries, regulatory enforcement bulletins, or subsequent CASA publications), since none are included in the AD document supplied.

Several practical pitfalls and attention points are embedded in the AD text. These are concrete procedural and operational “gotchas” that can affect compliance, airworthiness and continued operations.

1. Precise applicability by serial number: The AD applies only to aircraft listed in the Applicability table with specific serial number ranges for each model. Misidentifying the serial number range could lead an operator to incorrectly assume the AD does or does not apply. The AD lists four model categories and ranges (Applicability). Confirming the exact serial number is therefore essential before taking or deferring actions.

2. Multiple AFM editions and AFM TR mappings: Requirement 1 lists AFM editions and the specific AFM TR to be inserted by model and AFM. The table maps AFM variant names (e.g. PSP 600 DOT, PSP 600-1 DOT, PSP 601-1A, PSP 601A-1-18A, PSP 604-1) to particular TR numbers. Operators must ensure they insert the TR appropriate to their AFM edition. The AD also notes that the CL-604 AFM TR reference was corrected in this Amendment (Background), so operators of CL-604 must ensure they use the corrected TR.

3. Reliance on Bombardier ASBs and approved revisions: Requirement 2 requires following the applicable Bombardier ASB Accomplishment Instructions “or later revisions approved by Transport Canada.” That means that only revisions approved by Transport Canada are authorised for compliance. Operators should confirm whether a later ASB revision exists and whether Transport Canada has approved it for use; using a later but unapproved revision would not, on the face of the AD, meet its instruction.

4. Two measurement types with different outcomes: The special check produces two distinct outputs: voltages and vane angles. The AD treats them differently. If voltages are out of tolerance, the Stall Protection Computer is to be replaced (Requirement 2.b), which targets a different component than an AOA transducer. If vane angles are out of tolerance, the remedy is transducer replacement (Requirement 4) except where within expanded tolerances permitting a 150-hour deferral (Requirement 2.c(ii)). Operators must therefore carefully interpret which component the measurement implicates.

5. Conditional 150-hour deferral trap: The AD permits delaying replacement for up to 150 hours TIS only when recorded vane angles are outside strict tolerances but within the expanded ranges in Table A of the ASB (Requirement 2.c(ii)). That deferral is conditional on continuing to comply with the AFM TR until Requirement 4 is completed. Operators who rely on the deferral must ensure they: (a) correctly interpret and apply the expanded tolerances; (b) track the 150-hour clock; and (c) maintain AFM TR procedures in flight operations during that period. Failure on any of these points would invalidate the deferral and could mean the aircraft should not be operated.

6. Measurements must be recorded and compared to specific ASB tables: Requirement 2.a requires recording voltages and vane angles, while Requirement 2.b-2.c requires assessments against Table 1.1 and Table 1.2 of Appendix A and possibly Table A of the Accomplishment Instructions. Misreading or using incorrect tables (e.g. an earlier or later ASB version not approved by Transport Canada) can produce a false compliance assessment.

7. Stall Protection Computer replacement path: If voltages are outside tolerances, the AD prescribes replacing the Stall Protection Computer, not necessarily the AOA transducer (Requirement 2.b). That may surprise technicians expecting an immediate sensor swap. Parts availability, lead times and certification prerequisites for Stall Protection Computers could therefore be an operational issue.

8. Removal of AFM TR after completion: Requirement 5 requires removal of the AFM temporary amendment after compliance with Requirement 4. Operators must ensure document control both inserts and removes TRs at the right times. Failure to remove the AFM TR after corrective work could leave unnecessary operational restrictions in place; removing it too early could contravene the AD.

9. Maintenance Schedule amendment deadline and ongoing checks: Requirement 6 requires incorporation of TLMCs into the approved Maintenance Schedule within 30 days after the effective date of the Amendment (Compliance: Requirement 6). This moves the check into the maintenance regime. Operators must align their Maintenance Schedule approvals and document-control processes promptly to meet that 30-day window.

10. Dormant defect detection: The Background states the potentiometer flat-spot problem is dormant and can only be identified on an in-service aircraft by the special check. That means routine in-fleet operation without the special check may not reveal the fault. Relying solely on symptom-driven maintenance risks missing the defect.

11. Timing nuances by TIS: Compliance times vary with aircraft hours since new. For example, Requirement 1 must be done within seven days of the AD for aeroplanes with 300 or more hours TIS since new, but before reaching 300 hours for those with less than 300 hours TIS (Compliance for Requirement 1). Requirement 2 times are framed by thresholds (more than 100 hours since new vs 100 hours or less). Operators must apply the correct bucket to their aircraft’s TIS.

12. No penalties specified in-text: The AD does not set out penalties or enforcement steps. Operators should not assume the AD itself articulates the full enforcement regime; other regulatory instruments or CASA practices will govern enforcement and should be checked.

Practically, the collective effect of these items is that operators must be disciplined in document control, parts procurement, measurement fidelity, and record-keeping. Ambiguities over which ASB revision to use, how to apply expanded tolerances, and how to manage the 150-hour relief are particular operational risks highlighted by the AD text.

The AD prescribes a stepwise compliance pathway tied to aircraft model, AFM/AMM versions, and time-in-service thresholds. Below is an operational checklist synthesised from the AD text to guide compliance actions; each numbered step maps to the corresponding Requirement in the AD.

1. Confirm applicability and serial number (Applicability). Verify the aircraft model and serial number against the table in the Applicability section (CL-600, CL-601, CL-601-3A/-3R, CL-604 ranges). Only aircraft within those serial ranges must comply.

2. Insert the correct AFM Temporary Revision (Requirement 1). Unless already done, amend the AFM by inserting the AFM TR appropriate to the aircraft’s AFM edition as per the Requirement 1 table. Check Note 1: if the AFM was already amended under the original AD or Transport Canada AD CF-2002-05R1, that likely satisfies this step. Compliance timing: For aeroplanes with 300 or more hours TIS since new, insert within seven days of the AD effective date; for those with less than 300 hours TIS, insert before reaching 300 hours TIS (Compliance: Requirement 1).

3. Identify and obtain the applicable Bombardier ASB (Requirement 2 table). For your model, obtain the correct Alert Service Bulletin: A600-0715 (CL-600), A601-0550 (CL-601/CL-601-3A/-3R), or A604-27-011 (CL-604), either dated 7 January 2002 or Revision 1 dated 27 February 2004. Confirm whether a later ASB revision exists and whether Transport Canada has approved it, because the AD permits “later revisions approved by Transport Canada” (Requirement 2).

4. Schedule and perform the special check (Requirement 2.a). Follow paragraph 2.A Aircraft Setup and paragraph 2.B Part A - Special Check of the ASB Accomplishment Instructions. The special check requires measuring and recording voltages and AOA vane angles for both left and right AOA transducers at shaker and pusher firing angles. Compliance timing: For aeroplanes with more than 100 hours TIS since new, perform at or before accumulating 200 hours TIS from the effective date of this Amendment; for aeroplanes with 100 hours TIS or less since new, perform at or before accumulating 300 hours TIS since new (Compliance: Requirement 2).

5. Assess voltages and vane angles (Requirement 2.b-2.c). Compare recorded voltages to the voltage tolerances in Table 1.1 and Table 1.2 of Appendix A of the ASB. If any voltages are outside tolerances, replace the Stall Protection Computer and then repeat the special check and reassess (Requirement 2.b). Compare recorded vane angles to the tolerances in Table 1.1 and Table 1.2 of Appendix A; if outside those but within the expanded tolerances in Table A of the Accomplishment Instructions, you may delay replacement of out-of-tolerance AOA transducers for up to 150 hours TIS from the check date, but you must continue to comply with the AFM TR until Requirement 4 is completed (Requirement 2.c).

6. Follow immediate restrictions if readings exceed expanded tolerances (Requirement 3). If any recorded vane angle is outside the expanded tolerances in Table A of the ASB, comply with Requirement 4 (replacement) before further flight.

7. Replace out-of-tolerance AOA transducers and verify (Requirement 4). Where applicable, remove and install new AOA transducer(s) or transducer assembly(ies) that were not within Appendix A Table 1.1/1.2 tolerances. On each newly installed transducer, measure the vane angles and voltage readings for shaker and pusher and ensure the values fall within the ranges specified, following paragraph 2.C Part B of the ASB Accomplishment Instructions. Only after these verifications are complete can the AFM TR be removed (Requirement 5).

8. Repeat checks after Stall Protection Computer replacement (Requirement 2.b). Where voltages were out of tolerance and the Stall Protection Computer is replaced, repeat the initial special check and reassess voltages and vane angles against the ASB tables.

9. Remove AFM Temporary Revision (Requirement 5). Once Requirement 4 has been completed and verification on newly installed transducers is satisfactory, remove the AFM amendment introduced under Requirement 1 from the AFM.

10. Incorporate TLMC into the approved Maintenance Schedule (Requirement 6). Amend the Maintenance Schedule to include the Time Limits Maintenance Checks introduced by the specified AMM Temporary Revisions: PSP 605 TR 5-124 (CL-600), PSP 601-5 TR 5-210 (CL-601), PSP 601A-5 TR 5-228 (CL-601A family), or TLMC TR 5-2-16 (CL-604), all dated 27 February 2004. Compliance timing: within 30 days after the effective date of the Amendment (Compliance: Requirement 6).

11. Record-keeping and documentation. Keep records of the special check measurements, replacement actions, repeated checks after Stall Protection Computer replacement, the AFM TR insertion and removal, and the Maintenance Schedule amendment. The AD explicitly requires recording voltages and vane angles (Requirement 2.a) and repeated checks after certain replacements.

12. Monitor TIS and schedule actions. The compliance deadlines depend on time in service thresholds. Track each aircraft’s TIS to ensure checks and AFM insertions occur in the correct window (Compliance section).

13. Use only approved ASB revisions. When applying ASB procedures and tolerance tables, ensure that the edition used is either the versions dated 7 January 2002 or R1 dated 27 February 2004, or a later revision that has been specifically approved by Transport Canada (Requirement 2).

14. Coordination with regulatory and maintenance authorities. Where Maintenance Schedule amendments require approval, follow your regulator’s maintenance approval process to incorporate the TLMC TRs into your approved Maintenance Schedule. The AD states the obligation to amend the approved Maintenance Schedule; operators should coordinate with their maintenance approval authority or CASA where necessary.

15. Note notification and effective date. The Amendment became effective on 22 December 2004 and was notified in the Commonwealth Gazette on that date; certain compliance windows are measured from the effective date (Compliance section). Keep this effective date in mind for calculating deadlines.

By following these steps and tying each to the AD’s specific Requirements and the ASB procedures referenced, an operator can document and demonstrate compliance. Remember that any ASB revision used must be Transport Canada-approved per the AD language, and that the AFM TR must remain in effect if relying on the 150-hour deferral option until the required hardware replacement and verification is complete.