Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 19209 

hydraulic pipe under the damaged P-clamp 

for signs of damage (including bulging and 

chafing) in accordance with the instructions 

of Airbus All Operators Telex A340– 

29A5014, dated October 14, 2008. If the 

damage exceeds the applicable tolerance 

specified in paragraph (f)(2)(i) and (f)(2)(ii) of 

this AD, repair before further flight in 

accordance with Airbus All Operators Telex 

A340–29A5014, dated October 14, 2008. 

Note 1: Guidance on repairing damage to 

the hydraulic pipe under the damaged Pclamp as specified in paragraph (f)(2) of this 

AD is in AMM Task 20–23–11 of the Airbus 

A340–600 Aircraft Maintenance Manual. 

(i) For sharp-bottomed damage: 0.033 mm 

(0.001 inch) maximum depth. 

(ii) For round-bottomed damage: 0.066 mm 

(0.003 inch) maximum depth. 

(3) If any P-clamp or grommet is found 

missing or damaged during the inspection 

required by paragraph (f)(1) of this AD, before 

further flight, replace the P-clamp, in 

accordance with the instructions of Airbus 

All Operators Telex A340–29A5014, dated 

October 14, 2008. 

(4) At the applicable time specified in 

paragraph (f)(4)(i) or (f)(4)(ii) of this AD: 

Perform a detailed inspection to detect 

damage (including bulging and chafing) of 

the yellow high pressure hydraulic line from 

frame 17 to the elbow connection near frame 

20, in accordance with the instructions of 

Airbus All Operators Telex A340–29A5014, 

dated October 14, 2008. If any damage is 

detected, before further flight, repair the 

pipeline in accordance with the instructions 

of Airbus All Operators Telex A340– 

29A5014, dated October 14, 2008. 

Note 2: Guidance on repairing damage to 

the hydraulic pipe under the damaged Pclamp as specified in paragraph (f)(2) of this 

AD is in Task 20–23–11 of the Airbus A340– 

600 Aircraft Maintenance Manual. 

(i) If the airplane has accumulated 1,000 

total flight cycles or more as of the effective 

date of this AD: Within 100 flight cycles after 

the effective date of this AD. 

(ii) If the airplane has accumulated fewer 

than 1,000 total flight cycles as of the 

effective date of this AD: Within 250 flight 

cycles after the effective date of this AD. 

(5) At the same time as accomplishing the 

actions required by paragraphs (f)(1) and 

(f)(4) of this AD: Perform a bleeding of the 

nose wheel steering system, in accordance 

with the instructions of Airbus All Operators 

Telex A340–29A5014, dated October 14, 

2008. 

(6) Repeat the inspection required by 

paragraphs (f)(1) and (f)(4) of this AD and the 

bleeding of the nose wheel steering system 

required by paragraph (f)(5) of this AD at 

intervals not to exceed 500 flight cycles. 

(7) At the applicable time in paragraph 

(f)(7)(i) or (f)(7)(ii) of this AD, submit a report 

of the findings (both positive and negative) 

of the inspections required by paragraphs 

(f)(1) and (f)(4) of this AD to Airbus Customer 

Services, Engineering and Technical Support, 

ATTN: Mr. C. DUPHIL, SEEL4, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France; telephone: +33/(0)5 61 93 40 05; fax: 

+33/(0)5 61 67 19 12 05; e-mail: 

christophe.duphil@airbus.com. 

(i) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(ii) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

FAA AD Differences 

Note 3: This AD differs from the MCAI 

and/or service information as follows: 

Although the MCAI does not tell you to 

submit information to Airbus, paragraph 

(f)(7) of this AD specifies that such submittal 

is required. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Vladimir 

Ulyanov, Aerospace Engineer, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 227–1138; fax (425) 227–1149. Before 

using any approved AMOC on any airplane 

to which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

The AMOC approval letter must specifically 

reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency (EASA) Airworthiness 

Directive 2009–0130, dated June 23, 2009; 

and Airbus All Operators Telex A340– 

29A5014, dated October 14, 2008; for related 

information. 

Material Incorporated by Reference 

(i) You must use Airbus All Operators 

Telex A340–29A5014, dated October 14, 

2008, to do the actions required by this AD, 

unless the AD specifies otherwise. (The issue 

date of Airbus All Operators Telex A340– 

29A5014 is indicated only on the first page 

of the document.) 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Airbus SAS—Airworthiness 

Office—EAL, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 45 80; e-mail: 

airworthiness.A330-A340@airbus.com; 

Internet http://www.airbus.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/

ibr_locations.html. 

Issued in Renton, Washington, on April 1, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–8180 Filed 4–13–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0056; Directorate 

Identifier 2009–CE–051–AD; Amendment 

39–16259; AD 2010–08–04] 

RIN 2120–AA64 

Airworthiness Directives; British 

Aerospace Regional Aircraft Model 

HP.137 Jetstream Mk.1, Jetstream 

Series 200, Jetstream Series 3101, and 

Jetstream Model 3201 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

the products listed above. This AD 

results from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Cracks have been found in the NLG 

steering jack piston rod adjacent to the eyeend. This was caused by excessive torque 

which had been applied to the eye-end 

during assembly of the unit. Severe cracking, 

if not detected and corrected, can cause the 

jack to fail during operation, which may lead 

to loss of directional control of the aeroplane 

during critical phases of take-off and landing. 


jlentini on DSKJ8SOYB1PROD with RULES
19210 Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective May 

19, 2010. 

On May 19, 2010, the Director of the 

Federal Register approved the 

incorporation by reference of British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin No. 32–JA030644, 

Revision No. 1, dated August 19, 2008; 

British Aerospace Jetstream Series 3100 

& 3200 Service Bulletin No. 32–JM5414, 

dated August 6, 2004; and APPH Ltd. 

Bulletin 32–77, dated October 2003, 

listed in this AD. 

As of June 26, 2007 (72 FR 28587, 

May 22, 2007), the Director of the 

Federal Register approved the 

incorporation by reference of BAE 

Systems British Aerospace Jetstream 

Series 3100 & 3200 Service Bulletin 32– 

JA030644, dated October 6, 2003; and 

APPH Ltd. Service Bulletin 32–76, 

Revision 1, dated August 2003, listed in 

this AD. 

As of May 22, 2003 (68 FR 16195, 

April 3, 2003), the Director of the 

Federal Register approved the 

incorporation by reference of British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin No. 32–JA020741, 

dated November 2, 2002. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

Docket Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Taylor Martin, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, ACE–112, Kansas 

City, Missouri 64106; telephone: (816) 

329–4138; fax: (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on January 21, 2010 (75 FR 

3418), and proposed to supersede AD 

2007–10–14, Amendment 39–15055 (72 

FR 28587, May 22, 2007). That NPRM 

proposed to correct an unsafe condition 

for the specified products. The MCAI 

states that: 

Cracks have been found in the NLG 

steering jack piston rod adjacent to the eyeend. This was caused by excessive torque 

which had been applied to the eye-end 

during assembly of the unit. Severe cracking, 

if not detected and corrected, can cause the 

jack to fail during operation, which may lead 

to loss of directional control of the aeroplane 

during critical phases of take-off and landing. 

To address this unsafe condition, the UK 

CAA issued AD 003–11–2002 (which 

references BAE Systems Service Bulletin (SB) 

32–JA020741), requiring an inspection for 

cracks and a measurement of the release 

torque of the piston rod end fitting to 

determine a new safe life (remaining fatigue 

life) for individual units. The revised safe life 

was calculated in accordance with the 

formula provided in associated APPH Ltd 

(the NLG Jack manufacturer) SB 32–76. 

Following the completion of testing, APPH 

determined that the remaining fatigue life 

needed further reduction and published 

inspection criteria and a revised formula for 

calculating the piston safe life. This 

calculation and a revised end fitting 

tightening torque are contained in APPH SB 

32–76 Revision 1. As a result, pistons which 

were previously calculated to have 

significant remaining life could possibly be 

unserviceable. 

In response to this development, BAE 

Systems issued SB 32–JA030644 so that a 

revised calculation could be performed to 

establish the safe life of NLG steering jack 

pistons. Where not previously accomplished, 

the SB also recognised the need to inspect 

the piston for cracking and to measure the 

torque loading of the piston to eye-end joint 

so that safe life calculation could be 

performed. This SB superseded the earlier SB 

32–JA020741 that produced an overly 

optimistic assessment of the component’s 

safe life. The CAA UK issued AD G–2004– 

0029, superseding AD 003–11–2002, to 

require the accomplishment of these 

corrective actions. 

Subsequent to the original issue of BAE 

Systems SB 32–JA030644, APPH introduced 

a modified unit (optionally installed on 

aeroplanes by application of BAE Systems SB 

32–JM5414) that incorporates a strengthened 

piston with a defined safe life. This safe life 

is not calculated in accordance with the 

instructions of BAE Systems SB 32– 

JA030644, but is already declared in BAE 

Systems SB 32–JA981042, currently at 

revision 7. In response to requests for 

clarification, BAE Systems has revised SB 

32–JA030644 to exclude those aeroplanes 

from the ‘Effectivity’ that have the modified 

steering jack assembly installed in 

accordance with BAE modification JM5414. 

For the reasons described above, this new 

AD retains the requirements of UK CAA AD 

G–2004–0029, which is superseded, and 

confirms that for aeroplanes incorporating 

BAE modification JM5414, no further action 

is required. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow FAA policies. 

Any such differences are highlighted in 

a Note within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

190 products of U.S. registry. We also 

estimate that it will take about 2 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate 

the cost of this AD to the U.S. operators 

to be $32,300, or $170 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 


jlentini on DSKJ8SOYB1PROD with RULES
Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 19211 

For the reasons discussed above, I 

certify this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD Docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains the NPRM, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone (800) 647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Amendment 39–15055 (72 FR 

28587; May 22, 2007), and adding the 

following new AD: 

2010–08–04 British Aerospace Regional 

Aircraft:Amendment 39–16259; Docket 

No. FAA–2010–0056; Directorate 

Identifier 2009–CE–051–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective May 19, 2010. 

Affected ADs 

(b) This AD supersedes AD 2007–10–14, 

Amendment 39–15055. 

Applicability 

(c) This AD applies to Model HP.137 

Jetstream Mk.1, Jetstream Series 200, 

Jetstream Series 3101, and Jetstream Model 

3201 airplanes, all serial numbers, that are: 

(1) Equipped with steering jack part 

number (P/N) 6182–2, P/N 6182–3, or P/N 

6182–4; and 

(2) Certificated in any category. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Cracks have been found in the NLG 

steering jack piston rod adjacent to the eyeend. This was caused by excessive torque 

which had been applied to the eye-end 

during assembly of the unit. Severe cracking, 

if not detected and corrected, can cause the 

jack to fail during operation, which may lead 

to loss of directional control of the aeroplane 

during critical phases of take-off and landing. 

To address this unsafe condition, the UK 

CAA issued AD 003–11–2002 (which 

references BAE Systems Service Bulletin (SB) 

32–JA020741), requiring an inspection for 

cracks and a measurement of the release 

torque of the piston rod end fitting to 

determine a new safe life (remaining fatigue 

life) for individual units. The revised safe life 

was calculated in accordance with the 

formula provided in associated APPH Ltd 

(the NLG Jack manufacturer) SB 32–76. 

Following the completion of testing, APPH 

determined that the remaining fatigue life 

needed further reduction and published 

inspection criteria and a revised formula for 

calculating the piston safe life. This 

calculation and a revised end fitting 

tightening torque are contained in APPH SB 

32–76 Revision 1. As a result, pistons which 

were previously calculated to have 

significant remaining life could possibly be 

unserviceable. 

In response to this development, BAE 

Systems issued SB 32–JA030644 so that a 

revised calculation could be performed to 

establish the safe life of NLG steering jack 

pistons. Where not previously accomplished, 

the SB also recognised the need to inspect 

the piston for cracking and to measure the 

torque loading of the piston to eye-end joint 

so that safe life calculation could be 

performed. This SB superseded the earlier SB 

32–JA020741 that produced an overly 

optimistic assessment of the component’s 

safe life. The CAA UK issued AD G–2004– 

0029, superseding AD 003–11–2002, to 

require the accomplishment of these 

corrective actions. 

Subsequent to the original issue of BAE 

Systems SB 32–JA030644, APPH introduced 

a modified unit (optionally installed on 

aeroplanes by application of BAE Systems SB 

32–JM5414) that incorporates a strengthened 

piston with a defined safe life. This safe life 

is not calculated in accordance with the 

instructions of BAE Systems SB 32– 

JA030644, but is already declared in BAE 

Systems SB 32–JA981042, currently at 

revision 7. In response to requests for 

clarification, BAE Systems has revised SB 

32–JA030644 to exclude those aeroplanes 

from the ‘Effectivity’ that have the modified 

steering jack assembly installed in 

accordance with BAE modification JM5414. 

For the reasons described above, this new 

AD retains the requirements of UK CAA AD 

G–2004–0029, which is superseded, and 

confirms that for aeroplanes incorporating 

BAE modification JM5414, no further action 

is required. 

Actions and Compliance 

(f) Unless already done, do the following 

actions: 

(1) For airplanes where the actions in 

British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin No. 32–JA020741, 

dated November 2, 2002 (APPH Ltd. Service 

Bulletin 32–76, Revision 1, dated August 

2003), have not already been done: 

(i) Within 2 months after June 26, 2007 (the 

effective date retained from AD 2007–10–14), 

inspect the steering jack piston rod, check the 

torque of the end fitting, and determine the 

safe life of the steering jack piston rod 

following BAE Systems British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

32–JA030644, dated October 6, 2003. You 

may do the actions required in this paragraph 

following paragraph 2, Part 1 of British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin No. 32–JA030644, Revision 

No. 1, dated August 19, 2008, to comply with 

this AD. 

(ii) If the piston rod is found cracked or 

unserviceable during the inspection required 

in paragraph (f)(1)(i) of this AD, before 

further flight, remove the steering jack and 

replace it with a serviceable unit. 

(2) For airplanes where the actions in BAE 

British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin No. 32–JA020741, 

dated November 2, 2002 (APPH Ltd. Service 

Bulletin 32–76, Revision 1, dated August 

2003), have already been done: 

(i) Within 3 months after June 26, 2007 (the 

effective date retained from AD 2007–10–14), 

recalculate the safe life of the steering jack 

piston rod and re-torque the piston rod eyeend following BAE Systems British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin 32–JA030644, dated October 

6, 2003. You may do the actions required in 

this paragraph following paragraph 2, Part 2 

of British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin No. 32–JA030644, 

Revision No. 1, dated August 19, 2008, to 

comply with this AD. 

(ii) If the piston rod is found unserviceable 

during the inspection required in paragraph 

(f)(2)(i) of this AD, before further flight, 

remove the steering jack and replace it with 

a serviceable unit. 

(3) For airplanes equipped with steering 

jack part number (P/N) 6182–2, P/N 6182–3, 

or P/N 6182–4 incorporating Strike-off 4, 

installed by BAE Systems modification 

JM5414 (refer to British Aerospace Jetstream 

Series 3100 & 3200 Service Bulletin No. 32– 

JM5414, dated August 6, 2004; and APPH 

Ltd. Bulletin 32–77, dated October 2003): the 

actions specified in paragraph (f)(1), (f)(1)(i), 

(f)(1)(ii), (f)(2), (f)(2)(i), or (f)(2)(ii) of this AD 

are not required. 

(4) For all airplanes: After June 26, 2007 

(the effective date retained from AD 2007– 

10–14), do not install a steering jack piston 

rod with P/N 6182–2, P/N 6182–3, or P/N 

6182–4, unless it has been inspected and the 

safe life recalculated following BAE Systems 


jlentini on DSKJ8SOYB1PROD with RULES
19212 Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 

British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin 32–JA030644, dated 

October 6, 2003. You may inspect and 

recalculate the safe life of the steering jack 

piston rod following paragraph 2 of British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin No. 32–JA030644, Revision 

No. 1, dated August 19, 2008, to comply with 

this AD. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. Send information to 

ATTN: Taylor Martin, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4138; fax: (816) 329– 

4090. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency (EASA) AD No.: 2009–0135, 

dated June 23, 2009; British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

No. 32–JA020741, dated November 2, 2002; 

BAE Systems British Aerospace Jetstream 

Series 3100 & 3200 Service Bulletin 32– 

JA030644, dated October 6, 2003; British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin No. 32–JA030644, Revision 

No. 1, dated August 19, 2008; British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin No. 32–JM5414, dated 

August 6, 2004; APPH Ltd. Service Bulletin 

32–76, Revision 1, dated August 2003; and 

APPH Ltd. Service Bulletin 32–77, dated 

October 2003, for related information. 

Material Incorporated by Reference 

(i) You must use British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

No. 32–JA020741, dated November 2, 2002; 

BAE Systems British Aerospace Jetstream 

Series 3100 & 3200 Service Bulletin 32– 

JA030644, dated October 6, 2003; British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin No. 32–JA030644, Revision 

No. 1, dated August 19, 2008; British 

Aerospace Jetstream Series 3100 & 3200 

Service Bulletin No. 32–JM5414, dated 

August 6, 2004; APPH Ltd. Service Bulletin 

32–76, Revision 1, dated August 2003; and 

APPH Ltd. Service Bulletin 32–77, dated 

October 2003, to do the actions required by 

this AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin No. 32–JA030644, 

Revision No. 1, dated August 19, 2008; 

British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin No. 32–JM5414, dated 

August 6, 2004; and APPH Ltd. Bulletin 32– 

77, dated October 2003, under 5 U.S.C. 552(a) 

and 1 CFR part 51. 

(2) On June 26, 2007 (72 FR 28587, May 

22, 2007), the Director of the Federal Register 

previously approved the incorporation by 

reference of BAE Systems British Aerospace 

Jetstream Series 3100 & 3200 Service Bulletin 

32–JA030644, dated October 6, 2003; and 

APPH Ltd. Service Bulletin 32–76, Revision 

1, dated August 2003. 

(3) On May 22, 2003 (68 FR 16195, April 

3, 2003), the Director of the Federal Register 

previously approved the incorporation by 

reference of British Aerospace Jetstream 

Series 3100 & 3200 Service Bulletin No. 32– 

JA020741, dated November 2, 2002. 

(4) For service information identified in 

this AD, 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. 

(5) You may review copies of the service 

information incorporated by reference for 

this AD at the FAA, Central Region, Office of 

the Regional Counsel, 901 Locust, Kansas 

City, Missouri 64106. For information on the 

availability of this material at the Central 

Region, call (816) 329–3768. 

(6) You may also review copies of the 

service information incorporated by reference 

for this AD at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call (202) 741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Kansas City, Missouri, on March 

31, 2010. 

Steven R. Thompson, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–7918 Filed 4–13–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2009–1009; Airspace 

Docket No. 09–AWP–11] 

Modification of Class E Airspace; 

Oxnard, CA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action will modify Class 

E airspace at Point Mugu Naval Air 

Station (NAS), Oxnard, CA. Additional 

controlled airspace is necessary to 

accommodate aircraft flying in the Los 

Angeles Air Route Traffic Control 

Center’s (ARTCC’s) airspace area. The 

FAA is taking this action to enhance the 

safety and management of aircraft 

operations in Los Angeles ARTCC’s 

airspace. This action also makes a minor 

change to the name and geographic 

coordinates of Point Mugu NAS, 

Oxnard, CA. 

DATES: Effective Date: 0901 UTC, June 3, 

2010. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

FOR FURTHER INFORMATION CONTACT: 

Eldon Taylor, Federal Aviation 

Administration, Operations Support 

Group, Western Service Center, 1601 

Lind Avenue, SW., Renton, WA 98057; 

telephone (425) 203–4537. 

SUPPLEMENTARY INFORMATION: 

History 

On December 29, 2009, the FAA 

published in the Federal Register a 

notice of proposed rulemaking to 

establish additional controlled airspace 

at Point Mugu NAS, Oxnard, CA (74 FR 

68748). Interested parties were invited 

to participate in this rulemaking effort 

by submitting written comments on the 

proposal to the FAA. No comments 

were received. The FAA found the 

acronym NAS in the airport name was 

typed as NAWS, and also updates the 

geographic coordinates to coincide with 

the FAA’s National Aeronautical 

Charting Office. 

Class E airspace designations are 

published in paragraph 6005 of FAA 

Order 7400.9T signed August 27, 2009, 

and effective September 15, 2009, which 

is incorporated by reference in 14 CFR 

part 71.1. The Class E airspace 

designations listed in this document 

will be published subsequently in that 

Order. 


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