This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

3418 

Vol. 75, No. 13 

Thursday, January 21, 2010 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0056; Directorate 

Identifier 2009–CE–051–AD] 

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: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above that would 

supersede an existing AD. This 

proposed AD results from mandatory 

continuing airworthiness information 

(MCAI) originated 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 eye-end. 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. The proposed 

AD would require actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by March 8, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

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 this proposed AD, 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. 

FOR FURTHER INFORMATION CONTACT: 

Taylor Martin, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4138; fax: (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2010–0056; Directorate Identifier 

2009–CE–051–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

regulations.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On May 9, 2007, we issued AD 2007– 

10–14, Amendment 39–15055 (72 FR 

28587, May 22, 2007). That AD required 

actions intended to address an unsafe 

condition on the products listed above. 

Since we issued AD 2007–10–14, the 

manufacturer revised the service 

information to exclude those airplanes 

from the applicability that have the 

modified steering jack assembly 

installed in accordance with BAE 

modification JM5414. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued AD No.: 2009– 

0135, dated June 23, 2009 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The 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 

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Federal Register / Vol. 75, No. 13 / Thursday, January 21, 2010 / Proposed Rules 3419 

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. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

BAE Systems (Operations) Limited 

has issued British Aerospace Jetstream 

Series 3100 & 3200 Service Bulletin No. 

32–JA020741, dated November 2, 2002; 

British Aerospace Jetstream Series 3100 

& 3200 Service Bulletin No. 32– 

JA030644, Revision No. 1 dated August 

19, 2008; and British Aerospace 

Jetstream Series 3100 & 3200 Service 

Bulletin No. 32–JM5414, dated August 

6, 2004. APPH Ltd. has issued Service 

Bulletin 32–76, Revision 1, dated 

August 2003; and Service Bulletin 32– 

77, dated January 2004. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

FAA’s Determination and Requirements 

of the Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with this State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This Proposed 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 proposed 

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 

proposed AD. 

Costs of Compliance 

We estimate that this proposed AD 

will affect 190 products of U.S. registry. 

We also estimate that it would take 

about 2 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. 

Based on these figures, we estimate 

the cost of the proposed AD on 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 proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

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 proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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: 

British Aerospace Regional Aircraft: Docket 

No. FAA–2010–0056; Directorate 

Identifier 2009–CE–051–AD. 

Comments Due Date 

(a) We must receive comments by March 8, 

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 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

3420 Federal Register / Vol. 75, No. 13 / Thursday, January 21, 2010 / Proposed Rules 

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 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) has not been 

previously accomplished: 

(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 in 

accordance with paragraph 2, Part 1 of 

British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin No. 32–JA030644, 

Revision No. 1, dated August 19, 2008; or 

BAE Systems British Aerospace Jetstream 

Series 3100 & 3200 Service Bulletin 32– 

JA030644, Original Issue: October 6, 2003. 

(ii) If the piston rod is found cracked or 

unserviceable during the inspection as 

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

before next flight, remove the steering jack 

and replace it with a serviceable unit. 

(2) For airplanes on which 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) has previously been accomplished: 

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

effective date of AD 2007–10–14), recalculate 

the safe life of the steering jack piston rod 

and re-torque the piston rod eye-end in 

accordance with paragraph 2, Part 2 of 

British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin No. 32–JA030644, 

Revision No. 1, dated August 19, 2008; or 

BAE Systems British Aerospace Jetstream 

Series 3100 & 3200 Service Bulletin 32– 

JA030644, Original Issue: October 6, 2003. 

(ii) If the piston rod is found unserviceable 

during the inspection as required by 

paragraph (f)(2)(i) of this AD, before next 

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 January 2004): The 

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

(f)(1)(ii) of this AD are not required. 

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

(the effective date of 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 

determined in accordance with paragraph 2 

of British Aerospace Jetstream Series 3100 & 

3200 Service Bulletin No. 32–JA030644, 

Revision No. 1, dated August 19, 2008. 

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; 

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 

January 2004, for related information. 

Issued in Kansas City, Missouri on January 

13, 2010. 

Kim Smith, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2010–1086 Filed 1–20–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0041; Directorate 

Identifier 2009–NM–218–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–201, –202, –203, –223, –243, 

–301, –302, –303, –321, –322, –323, 

–341, –342, and –343 Airplanes, Model 

A340–211, –212, –213, –311, –312, and 

–313 Airplanes, and Model A340–541 

and –642 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated 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: 

Several reports have recently been received 

of loose pneumatic quick-disconnect unions 

on Goodrich pitot probes P/N (part number) 

mstockstill on DSKH9S0YB1PROD with PROPOSALS