FAA Issues Two SAIBs on CRJs

In two Special Airworthiness Information Bulletins, the Federal Aviation Administration cautioned operators to heed the warnings of Bombardier service bulletins dealing with faulty thrust reversers on CRJ 200s and flaps on the CRJ-100/200/440. There have been several reports from operators regarding thrust reverser access cowls separating from the aircraft during taxi or flight operations. The latest was an Air Wisconsin incident out of Norfolk on February 25. These events, including the Air Wisconsin, all have occurred immediately after an engine maintenance check and indicate the access cowls were not properly secured. In February, the Transportation Safety Board of Canada issued a Safety Concern Letter. Bombardier has been working with the TSBC, regulatory authorities, its equipment manufacturers and operators to ensure continued safe operation of aircraft. This is a top priority for Bombardier, which continues to work closely with Transport Canada to eliminate these events which have been exacerbated by extreme cold conditions that resulted in a short-term spike in flap system events. The incident prompted FAA to remind operators of a 2005 service bulletin instructing crews to Bombardier issued Service Bulletin CF34-NAC-71-036, dated May 9, 2005. Bombardier issued an All-Operators Message 1047 last month with guidance for operators in flap failure scenarios and FAA said an airworthiness directive was not warranted, as yet. The action results from a flaps failure last November which resulted in a fuel shortage on landing. The Air Canada Jazz crew, on a Vancouver-Prince George run, executed a missed approach owing to weather conditions. During the missed approach go-around, the flight crew selected their go-around flap position; however, the flaps remained in the 45-degree landing position. The crew then diverted to Fort St John, approximately 155 nautical miles away, which was not the alternate published on their flight plan. They had to declare a fuel emergency owing to fuel consumption calculations. The aircraft ultimately landed at an airport slightly closer than the alternate with approximately 500 lbs of fuel remaining. The incident is still under investigation in Canada. For a complete report see the April 9 issue of Regional Aviation News.