EASA AD No.: 2014-0239 

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EASA AIRWORTHINESS DIRECTIVE 

AD No.: 2014-0239 

Date: 03 November 2014 

Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation 

(EC) No 216/2008 on behalf of the European Community, its Member States and of the 

European third countries that participate in the activities of EASA under Article 66 of that 

Regulation.

This AD is issued in accordance with EU 748/2012, Part 21.A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the 

continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an 

aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [EC 

2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption]. 

Design Approval Holder’s Name: 

BAE SYSTEMS (Operations) Ltd 

Type/Model designation(s): 

Jetstream Series 3100 and 3200 

TCDS Number: EASA.A.191 

Foreign AD: Not applicable 

Supersedure: This AD supersedes EASA AD 2013-0206 dated 09 September 2013. 

ATA 32 Landing Gear – Main Landing Gear – Modification / Inspection / 

Repair / Replacement 

Manufacturer(s): British Aerospace PLC, British Aerospace (Commercial Aircraft) Ltd, British 

Aerospace Regional Aircraft Ltd, Jetstream Aircraft Ltd and British Aerospace 

(Operations) Ltd. 

Applicability: Jetstream Series 3100 and 3200 aeroplanes, all models, all serial numbers. 

Reason: Several cases of stress corrosion cracking of DTD 5094 standard Main Landing 

Gear (MLG) cylinders have been reported on Jetstream Series 3200 and 3100 

aeroplanes. 

Prompted by these findings, The United Kingdom (UK) Civil Aviation Authority 

(CAA) issued AD 003-01-86 to require visual and non-destructive testing (NDT) 

inspections of the MLG assembly cylinder attachment spigot housing in 

accordance with BAE Systems (Operations) Ltd SB 32-A-JA851226. In 2012 an 

additional occurrence of Jetstream 3100 MLG failure after landing was 

reported, the subsequent investigation revealed stress corrosion cracking of the 

yoke pintle housing as a root cause of the MLG failure. Consequently EASA 

issued EASA AD 2013-0208 to require inspection of the MLG in accordance 

with BAE Systems (Operations) Ltd SB 32-A-JA851226 Revision 5 or later 

approved revisions to detect any crack, however, SB 32-A-JA851226 did not 

apply to aeroplanes equipped with MLG cylinders manufactured from L161 

material, since that is not susceptible to stress corrosion. In order to prevent 

corrosion damage, which may lead to cracking, BAE Systems (Operations) Ltd 

issued SB 32-JM7862 to address degradation of the surface protection by 

placing a special washer over the forward face of the MLG spigot housing, 

which rotates with the spigot housing. EASA issued AD 2013-0206 to require 
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modification of the left hand (LH) and right hand (RH) MLG in accordance with 

this SB. 

In 2014 a further event was reported, where the LH MLG of a Jetstream 3100 

aeroplane collapsed during landing, this resulted in the aeroplane departing 

from the runway. The accident is still under investigation by the UK Air Accident 

Investigation Branch. Preliminary results of the investigation determined that 

cracking, which caused the MLG collapse, was initiated from a corrosion pit at 

the top outer edge of the forward spigot housing and extended along the top of 

the spigot housing. The spigot housing material was DTD 5094. The affected 

LH MLG had been modified in accordance with BAE Systems (Operations) Ltd 

SB 32-JM7862 Revision 1. Further investigation discovered that the instructions 

provided in BAE Systems (Operations) Ltd SB 32-JM7862 Revision 1 did not 

effectively prevent stress corrosion cracking because, under certain 

circumstances, it allows the rotation of the special washer and consequent 

damage of the end face of the spigot housing. 

This condition, if not corrected, could lead to structural failure of the MLG, 

possibly resulting in loss of control of the aeroplane during take-off or landing 

runs. 

To address this potential unsafe condition, BAE Systems (Operations) Ltd 

issued SB 32-JM7862 Revision 2 to clarify the orientation of the spigot bearing 

cap, later revised to SB 32-JM7862 Revision 3 to ensure the spigot bearing cap 

is correctly positioned. Additionally, BAE Systems (Operations) Ltd issued SB 

32-A-JA140940 to provide inspection instructions to detect migration of the 

special washer and any potential corrosion resulting from that unwanted 

migration for MLG installations modified earlier in accordance with BAE 

Systems (Operations) Ltd SB 32-JM7862 up to Revision 2. 

For the reasons described above, this AD partially retains the requirements of 

EASA AD 2013-0206, which is superseded, and requires a one-time inspection 

of pre-SB 32-JM7862 Revision 3 MLG installations and, depending on findings, 

applicable corrective action(s). 

Effective Date: 17 November 2014 

Required Action(s) 

and Compliance 

Time(s): 

Required as indicated, unless accomplished previously: 

(1) Within the compliance time as specified in paragraph 1.N of BAE Systems 

(Operations) Ltd SB 32-JM7862, modify the installation of the LH and RH 

MLG at the forward spigot in accordance with the instructions of BAE 

Systems (Operations) Ltd SB 32-JM7862 Revision 3. 

(2) Modification of a LH or RH MLG, before the effective date of this AD, in 

accordance with the instructions of BAE Systems (Operations) Ltd SB 

32-JM7862 at Revision 1 or Revision 2, is acceptable to comply with the 

requirements of paragraph (1) of this AD for that MLG. 

(3) For aeroplanes that, before the effective date of this AD, have been 

modified in accordance with the instructions of paragraph 2.B. of 

BAE Systems SB32-JM7862 Revision 2: 

 Within the compliance time as defined in Table 1 of this AD, depending on 

MLG configuration, visually inspect the LH and RH MLG to detect 

migration of a special washer in accordance with the instruction of Part 1 

of BAE Systems SB 32-A-JA140940. 
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Table 1 – Visual Inspection 

MLG configuration Compliance Time 

(after the effective date of this AD, 

whichever occurs first) 

Equipped with DTD5094 

cylinder 

200 flight cycles (FC) or 2 months 

Equipped with L161 

cylinder 

600 FC or 6 months 

(4) If, during the inspection, as required by paragraph (3) of this AD, evidence 

of migration of the special washer is detected, within the compliance time 

as defined in Table 1 of this AD, accomplish all the actions on the MLG 

cylinder, LH and/or RH, as applicable, in accordance with the instructions 

of Part 2 of BAE Systems SB 32-A-JA140940. 

(5) If during the inspection, as required by paragraph (3) of this AD, no 

evidence of migration of the special washer is detected, before next flight, 

apply a witness paint over the special washer tab and onto the MLG spigot 

housing (LH and RH MLG) in accordance with the instruction of Part 1 of 

BAE Systems SB 32-A-JA140940. 

(6) For aeroplanes that, before the effective date of this AD, have been 

modified in accordance with the instructions of paragraph 2.B. of 

BAE System SB32-JM7862 Revision 1:

Within the compliance time as defined in Table 1 of this AD, depending on 

MLG configuration, accomplish all the actions on the MLG cylinder, LH 

and/or RH, as applicable, in accordance with the instructions of Part 2 of 

BAE Systems SB 32-A-JA140940. 

(7) If, during any of the actions as required by paragraph (4) or (6) of this AD, 

as applicable, any wear, corrosion or damage (as defined in BAE Systems 

SB 32-A-JA140940) is detected, before next flight, accomplish all the 

corrective actions, including application of a witness paint, in accordance 

with the instructions of Part 2 of BAE Systems SB 32-A-JA140940. 

(8) Within 45 days but not earlier than 30 days, or within 30 FC but not earlier 

than 20 FC after accomplishment of action as required by paragraph (3) or 

(6) of this AD, whichever occurs first, inspect the witness paint applied as 

required by paragraph (5) or (7) of this AD in accordance with the 

instructions of Part 3 of BAE Systems SB 32-A-JA140940. 

(9) If, during the inspection as required by paragraph (8) of this AD, damaged 

paint is detected, before next flight, contact BAE Systems (Operations) Ltd 

to obtain approved repair instructions and within the compliance time 

indicated in those instructions accomplish the repair accordingly, including 

any maintenance tasks derived from the provided repair design. 

(10) From the effective date of this AD, installation of a LH or RH MLG on an 

aeroplane is allowed, provided the MLG has passed the inspections as 

required by this AD. 

Ref. Publications: BAE Systems (Operations) Ltd 32-A-JA140940 original issue dated 03 October 

2014. 

BAE Systems (Operations) Ltd 32-JM7862 Revision 1 dated 07 May 2013, or 

Revision 2 dated 13 June 2014, or Revision 3 dated 03 October 2014. 

The use of later approved revisions of these documents is acceptable for 

compliance with the requirements of this AD. 
EASA AD No.: 2014-0239 

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Remarks: 1. If requested and appropriately substantiated, EASA can approve Alternative 

Methods of Compliance for this AD. 

2. Based on the required actions and the compliance time, EASA have 

decided to issue a Final AD with Request for Comments, postponing the 

public consultation process until after publication. 

3. Enquiries regarding this AD should be referred to the Safety Information 

Section, Certification Directorate, EASA. E-mail: ADs@easa.europa.eu. 

4. For any question concerning the technical content of the requirements in 

this AD, please contact: BAE Systems (Operations) Ltd, Customer 

Information Department, Prestwick International Airport, Ayrshire, KA9 

2RW, Scotland, United Kingdom; Telephone +44 1292 675207, Facsimile 

+44 1292 675704; E-mail: RApublications@baesystems.com.