Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations 8147 

applied during ‘‘normal’’ control law 

within the speed range, from initiation 

of the angle-of-attack protection limit, 

Vprot, to VMO/MMO. Once outside this 

speed range, the control laws introduce 

the conventional longitudinal static 

stability as described above. 

As a result of neutral static stability, 

the Model Falcon 6X airplane does not 

meet the regulatory requirements for 

static longitudinal stability. 

3. Low Energy Awareness 

Past experience on airplanes fitted 

with a flight-control system providing 

neutral longitudinal stability reveals 

insufficient feedback cues to the pilot of 

excursion below normal operational 

speeds. The maximum angle-of-attack 

protection system limits the airplane 

angle of attack and prevents stall during 

normal operating speeds, but this 

system is not sufficient to prevent stall 

at low-speed excursions below normal 

operational speeds. Until intervention, 

there are no stability cues because the 

aircraft remains trimmed. Additionally, 

feedback from the pitching moment due 

to thrust variation is reduced by the 

flight-control laws. Low-speed 

excursions may become more hazardous 

without the typical longitudinal 

stability, and recovery is more difficult 

when the low-speed situation is 

associated with a low altitude, and with 

the engines at low thrust or with 

performance-limiting conditions. 

These special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

Applicability 

As discussed above, these special 

conditions are applicable to the Dassault 

Model Falcon 6X airplane. Should 

Dassault apply at a later date for a 

change to the type certificate to include 

another model incorporating the same 

novel or unusual design feature, these 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only a certain 

novel or unusual design feature on one 

model of airplane. It is not a rule of 

general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

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

44701, 44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for the Dassault 

Aviation Model Falcon 6X airplane. 

In lieu of the requirements of 

§§ 25.171, 25.173, 25.175, and 25.177(c), 

the following special conditions apply: 

1. The airplane must be shown to 

have suitable static lateral, directional, 

and longitudinal stability in any 

condition normally encountered in 

service, including the effects of 

atmospheric disturbance. The showing 

of suitable static lateral, directional, and 

longitudinal stability must be based on 

the airplane handling qualities, 

including pilot workload and pilot 

compensation, for specific test 

procedures during the flight-test 

evaluations. 

2. The airplane must provide 

adequate awareness to the pilot of a low 

energy (low speed, low thrust, low 

height) state when fitted with flightcontrol laws presenting neutral 

longitudinal stability significantly 

below the normal operating speeds. 

‘‘Adequate awareness’’ means warning 

information must be provided to alert 

the crew of unsafe operating conditions, 

and to enable them to take appropriate 

corrective action. 

3. The following requirement must be 

met for the configurations and speed 

specified in paragraph (a) of § 25.177. In 

straight, steady sideslips over the range 

of sideslip angles appropriate to the 

operation of the airplane, the ruddercontrol movements and forces must be 

substantially proportional to the angle 

of sideslip in a stable sense. This factor 

of proportionality must lie between 

limits found necessary for safe 

operation. The range of sideslip angles 

evaluated must include those sideslip 

angles resulting from the lesser of: 

a. One-half of the available rudder 

control input; and 

b. A rudder control force of 180 

pounds. 

Issued in Kansas City, Missouri, on 

February 8, 2022. 

Patrick R. Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2022–03026 Filed 2–11–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2021–1023; Special 

Conditions No. 25–811–SC] 

Special Conditions: The Boeing 

Company, Model 737–10 Airplane; 

Dynamic Test Requirements for SingleOccupant, Oblique (Side-Facing) Seats 

Installed at 49 Degrees With Airbag 

Devices and 3-Point Restraints 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for The Boeing Company 

(Boeing) Model 737–10 airplane. This 

airplane will have a novel or unusual 

design feature when compared to the 

state of technology envisioned in the 

airworthiness standards for transportcategory airplanes. This design feature 

is single-occupant oblique seats with 

airbag devices and 3-point restraints, 

installed at 49 degrees relative to the 

airplane cabin bow-to-stern centerline. 

The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for this 

design feature. These special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: Effective February 14, 2022. 

FOR FURTHER INFORMATION CONTACT: John 

Shelden, Human Machine Interface 

Section, AIR–626, Technical Innovation 

Policy Branch, Policy and Innovation 

Division, Aircraft Certification Service, 

Federal Aviation Administration, 2200 

South 216th Street, Des Moines, 

Washington 98198; telephone and fax 

206–231–3214; email john.shelden@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

On January 30, 2019, Boeing applied 

for a change to Type Certificate No. 

A16WE for the installation of singleoccupant oblique seats, with airbag 

devices and 3-point restraints, installed 

at 49 degrees relative to the airplane 

cabin bow-to-stern centerline in the 

Boeing Model 737–10 airplane. The 

Boeing Model 737–10 airplane is a twinengine, transport-category airplane with 

seating for 230 passengers and a 

maximum takeoff weight of 197,900 

pounds. 


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8148 Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations 

Type Certification Basis 

Under the provisions of 14 CFR 

21.101, Boeing must show that the 

Model 737–10 airplane, as changed, 

continues to meet the applicable 

provisions of the regulations listed in 

Type Certificate No. A16WE, or the 

applicable regulations in effect on the 

date of application for the change, 

except for earlier amendments as agreed 

upon by the FAA. 

If the Administrator finds that the 

applicable airworthiness regulations 

(e.g., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Boeing Model 737–10 airplane 

because of a novel or unusual design 

feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same novel or unusual 

design feature, or should any other 

model already included on the same 

type certificate be modified to 

incorporate the same novel or unusual 

design feature, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Boeing Model 737–10 

airplane must comply with the fuel-vent 

and exhaust-emission requirements of 

14 CFR part 34, and the noisecertification requirements of 14 CFR 

part 36. 

The FAA issues special conditions, as 

defined in § 11.19, in accordance with 

§ 11.38, and they become part of the 

type certification basis under § 21.101. 

Novel or Unusual Design Features 

The Boeing Model 737–10 airplane 

will incorporate the following novel or 

unusual design feature: 

Single-occupant oblique seats, with 

airbag devices and 3-point restraints, 

installed at 49 degrees relative to the 

airplane cabin bow-to-stern centerline. 

Discussion 

Section 25.785(d) requires that each 

occupant of a seat installed at an angle 

of more than 18 degrees, relative to bowto-stern airplane cabin centerline, must 

be protected from head injury using a 

seatbelt and an energy-absorbing rest 

that supports the arms, shoulders, head, 

and spine; or using a seatbelt and 

shoulder harness designed to prevent 

the head from contacting any injurious 

object. 

The Boeing Model 737–10 airplane 

single-occupant oblique seat 

installation, with airbag devices and 3- 

point restraints, is novel such that the 

current requirements do not adequately 

address airbag devices and protection of 

the occupant’s neck, spine, torso, and 

legs for seating configurations that are 

positioned at an angle of 49 degrees 

from the airplane centerline. The seating 

configuration installation angle is 

beyond the installation-design limits of 

current special conditions issued for 

seat positions at angles between 18 

degrees and 45 degrees. For example, at 

these angles, lateral neck bending and 

other injury mechanisms prevalent from 

a fully side-facing installation become a 

concern. Although special conditions 

no. 25–552–SC was issued for Boeing 

Model 787 airplane seats installed at 49 

degrees in 2014, that document is no 

longer applicable because they were 

issued prior to the current oblique-seat 

special conditions that are based on the 

July 11, 2018, FAA policy statement PS– 

AIR–25–27, ‘‘Technical Criteria for 

Approving Oblique Seats.’’ These 

special conditions are based on the 

Boeing Model 787 airplane special 

conditions, with updates from that 

policy statement, and to align with the 

fully side-facing-seat policy statement 

PS–ANM–25–03–R1, ‘‘Technical 

Criteria for Approving Side-Facing 

Seats.’’ 

To provide a level of safety equivalent 

to that afforded to occupants of forwardand aft-facing seats, additional 

airworthiness standards, in the form of 

dynamic testing requirements, including 

both the injury criteria limits from the 

oblique-seat policy and the fully sidefacing-seat policy through new special 

conditions, are necessary. 

The special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

Discussion of Comments 

The FAA issued Notice of Proposed 

Special Conditions No. 25–21–05–SC 

for the Boeing Model 737–10 airplane, 

which was published in the Federal 

Register on December 15, 2021 (86 FR 

71183). The FAA received one comment 

from the Air Line Pilots Association, 

International, in support of the special 

conditions. 

Applicability 

As discussed above, these special 

conditions are applicable to the Boeing 

Model 737–10 airplane. Should Boeing 

apply at a later date for a change to the 

type certificate to include another 

model incorporating the same novel or 

unusual design feature, these special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only a certain 

novel or unusual design feature on one 

model of airplane. It is not a rule of 

general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

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

44701, 44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Boeing Model 

737–10 airplanes. 

In addition to the requirements of 

§§ 25.562 and 25.785, passenger seats 

with airbag devices and 3-point 

restraints, installed at an angle 49 

degrees relative to the airplane cabin 

bow-to-stern centerline, must meet the 

following: 

a. Head Injury Criteria (HIC) 

HIC assessments are required only for 

head contact with the seat and other 

structure. 

1. Compliance with § 25.562(c)(5) is 

required, except that, because an airbag 

device is present in addition to the 3- 

point restraint system, when the 

anthropomorphic test dummy (ATD) 

has no apparent contact with the seat 

and other structure but has contact with 

the airbag, a HIC score in excess of 1000 

is acceptable, provided the HIC15 score 

(calculated in accordance with 49 CFR 

571.208) for that contact is less than 

700. 

2. ATD head contact with the seat or 

other structure through the airbag, or 

contact subsequent to contact with the 

airbag, requires an HIC value not 

exceeding 1000. 

3. The HIC value must not exceed 

1000 in any condition in which the 

airbag does or does not deploy, up to the 

maximum severity pulse specified by 

the existing requirements. 

4. To accommodate a range of 

occupant heights (5th percentile female 

to 95th percentile male), any surface, 

airbag or otherwise, that provides 

support for the occupant head, must 

provide that support in a consistent 

manner regardless of occupant stature. 

Otherwise, additional HIC assessment 

tests may be needed. 


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Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations 8149 

b. Body-to-Wall/Furnishing Contact 

If a seat is installed aft of structure, 

such as an interior wall or furnishing 

that does not provide a homogenous 

contact surface for the expected range of 

occupants and yaw angles, then 

additional analysis and tests may be 

required to demonstrate that the injury 

criteria are met for the area an occupant 

could contact. For example, different 

yaw angles could result in different 

injury considerations and airbag 

performance, and may require 

additional analysis, or separate tests 

may be necessary to evaluate 

performance. 

c. Neck Injury Criteria 

1. The seating system must protect the 

occupant from experiencing serious 

neck injury. The assessment of neck 

injury must be conducted with the 

airbag device activated, unless there is 

reason to also consider that the neck 

injury potential would be higher for 

impacts below the airbag-device 

deployment threshold. 

2. Rotation of the head about its 

vertical axis, relative to the torso, is 

limited to 105 degrees in either 

direction from forward-facing. 

3. The neck must not impact any 

surface that would produce 

concentrated loading on the neck. 

4. Assess neck injury for fore and aft 

neck bending using the FAA Hybrid III 

ATD, as described in SAE 1999–01– 

1609, ‘‘A Lumbar Spine Modification to 

the Hybrid III ATD for Aircraft Seat 

Tests,’’ applying the following criteria: 

The Nij, calculated in accordance with 

49 CFR 571.208, must be below 1.0, 

where Nij = Fz/Fzc + My/Myc, and Nij

critical values are: 

Fzc = 1,530 lbs (6805 N) for tension 

Fzc = 1,385 lbs (6160 N) for compression 

Myc = 229 lb-ft (301 Nm) in flexion 

Myc = 100 lb-ft (136 Nm) in extension 

In addition, peak upper-neck Fz must 

be below 937 lbs (4168 N) in tension 

and 899 lbs (3999 N) in compression. 

5. When lateral neck bending is 

present, assess it using an ES–2re ATD 

as defined by 49 CFR part 572, subpart 

U. The data must be filtered at channel 

frequency class (CFC) 600 as defined in 

SAE Recommended Practice J211–1, 

‘‘Instrumentation for Impact Test Part 

1—Electrionic Instrumentation:’’ 

i. The upper-neck tension force at the 

occipital condyle (O.C.) location must 

be less than 405 lbs (1,800 N). 

ii. The upper-neck compression force 

at the O.C. location must be less than 

405 lbs (1,800 N). 

iii. The upper-neck bending torque 

about the ATD x-axis at the O.C. 

location must be less than 1,018 in-lbs 

(115 Nm). 

iv. The upper-neck resultant shear 

force at the O.C. location must be less 

than 186 lbs (825 N). 

d. Spine and Torso Injury Criteria 

1. The seating system must protect the 

occupant from experiencing spine and 

torso injury. The assessment of spine 

and torso injury must be conducted 

with the airbag device activated, unless 

it is necessary to also consider that the 

occupant-injury potential would be 

higher for impacts below the airbagdevice deployment threshold. 

2. Assess spine and torso injury, for 

oblique torso bending, using the FAA 

Hybrid III ATD, applying the following 

criteria: 

i. The lumbar spine tension (Fz) 

cannot exceed 1,200 lbs (5338 N). 

ii. Significant concentrated loading on 

the occupant’s spine, in the area 

between the pelvis and shoulders 

during impact, including rebound, is 

not acceptable. During this type of 

contact, the interval for any rearward (X 

direction) acceleration exceeding 20g 

must be less than 3 milliseconds, as 

measured by the thoracic 

instrumentation specified in 49 CFR 

part 572, subpart E, filtered in 

accordance with SAE Recommended 

Practice J211–1. 

3. When lateral torso bending is 

present, assess spine and torso injury 

using an ES–2re ATD, applying the 

following criteria: 

i. Thoracic: The deflection of any of 

the ES–2re ATD upper, middle, and 

lower ribs must not exceed 1.73 inches 

(44 mm). Process the data as defined in 

Federal Motor Vehicle Safety Standards 

(FMVSS) 571.214, title 49 of the CFR. 

ii. Abdominal: The sum of the 

measured ES–2re ATD front, middle, 

and rear abdominal forces must not 

exceed 562 lbs (2,500 N). Process the 

data as defined in FMVSS 571.214. 

iii. Upper-torso support: The lateral 

flexion of the ATD torso must not 

exceed 40 degrees from the normal 

upright positions during impact. 

e. Pelvic Criteria 

1. The seating system must protect the 

occupant from experiencing pelvis 

injury. 

2. Any part of the load-bearing 

portion of the bottom of the ATD pelvis 

must not translate beyond the edges of 

the seat bottom seat-cushion supporting 

structure. 

3. When pelvis contact with the 

armrest or surrounding interior 

components is present, assess it using 

an ES–2re ATD. The pubic symphysis 

force measured by the ES–2re ATD must 

not exceed 1,350 lbs (6,000 N). Process 

the data as defined in FMVSS 571.214. 

f. Femur Criteria 

Limit axial rotations of the upper leg 

(about the z-axis of the femur, per SAE 

Recommended Practice J211–1) to 35 

degrees from the nominal seated 

position. Evaluation during rebound 

does not need to be considered. 

g. ATD and Test Condition 

1. Perform longitudinal tests, 

conducted to measure the injury criteria 

above, using the FAA Hybrid III ATD or 

using the ES–2re ATD. Conduct the tests 

with the undeformed floor, at the mostcritical yaw cases for injury, and with 

all lateral structural supports (e.g., 

armrests or walls) installed. 

2. For longitudinal tests conducted in 

accordance with § 25.562(b)(2), to show 

compliance with the seat-strength 

requirements of § 25.562(c)(7) and (8), 

and these special conditions, to ensure 

proper loading of the seat by the 

occupant, the ATD pelvis must remain 

supported by the seat pan, and the 

restraint system must remain on the 

pelvis of the ATD until rebound begins. 

No injury criteria evaluation is 

necessary for tests conducted only to 

assess seat-strength requirements. 

3. If a seat installation includes 

adjacent items that are within contact 

range of an occupant, assess the injury 

potential of that contact. To make this 

assessment, tests may be conducted to 

include the actual contact item, located 

and attached in a representative fashion. 

Alternatively, the injury potential may 

be assessed through a combination of 

tests with contact items having the same 

geometry as the actual contact item, but 

having stiffness characteristics that 

would create the worst case for injury, 

such as injuries due to both contact with 

the item and lack of support from the 

item. 

4. Conduct the combined horizontal 

and vertical test, required by 

§ 25.562(b)(1) and these special 

conditions, with the FAA Hybrid II ATD 

(49 CFR part 572, subpart B, as specified 

in § 25.562) or equivalent. 

5. The design and installation of 

seatbelt buckles must prevent 

unbuckling due to applied inertial 

forces, or impact from seat occupant 

hands and arms, during an emergency 

landing. 

h. Inflatable Airbag-Restraint System 

Special Conditions 

An inflatable airbag-restraint system 

will be installed, and must meet the 

requirements of Special Conditions No. 

25–386–SC, ‘‘Boeing Model 737–600/– 

700/–700C/–800/–900 and 900ER Series 


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8150 Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations 

Airplanes; Seats With Inflatable 

Lapbelts,’’ applicable to Boeing Model 

737–10 series airplanes. 

i. General Test Guidelines 

1. The determination of the 

appropriate ATD to be used in assessing 

occupant injury (FAA Hybrid III or ES– 

2re) is based on the occupant kinematics 

at the selected test angle. At the +10- 

degree yaw angle, the occupant 

kinematics show that occupant injury 

tests, using both ATDs, are required. 

2. Conduct vertical tests with the 

Hybrid II ATD or equivalent, with 

existing pass/fail criteria. 

3. Conduct longitudinal structural 

tests with the Hybrid II ATD or 

equivalent, deformed floor, with 10 

degrees yaw, and with all lateral 

structural supports (e.g., armrests or 

walls) required to support the occupant. 

4. Conduct longitudinal occupantinjury tests, as necessary, with the FAA 

Hybrid III ATD or ES–2re ATD, 

undeformed floor, yaw, and with all 

lateral structural supports (e.g., armrests 

or walls) critically represented, and 

which are within contact range of the 

occupant. 

i. Pass/fail injury assessments: 

A. Perform HIC, fore and aft neck 

injury, spinal tension, and femur 

evaluations using the FAA Hybrid III 

ATD. 

B. Perform lateral neck injury, 

thoracic, abdominal, pelvis, and femur 

evaluations using the ES–2re ATD. 

5. For injury assessments 

accomplished by testing with the ES– 

2re ATD for longitudinal tests 

conducted in accordance with 

§ 25.562(b)(2) and these special 

conditions, the ATDs must be 

positioned, clothed, and have lateral 

instrumentation configured as follows: 

i. ES–2re ATD Lateral 

Instrumentation: 

The rib-module linear slides are 

directional (i.e., deflection occurs in 

either a positive or negative ATD y-axis 

direction). Install the modules such that 

the moving end of the rib module is 

toward the front of the airplane. Install 

the three abdominal-force sensors such 

that they are on the side of the ATD 

toward the front of the airplane. 

ii. ATD Clothing: 

Clothe each ATD in form-fitting 

cotton-stretch garments with short- to 

full-length sleeves, mid-calf to fulllength pants, and size 11E (45) shoes 

weighing about 2.5 lbs (1.1 kg), and 

having a heel height of about 1.5 inches 

(3.8 cm). The color of the clothing 

should be in contrast to the color of the 

restraint system and the background. 

The color of the clothing should be 

chosen to avoid overexposing the highspeed images captured during the test. 

The ES–2re jacket is sufficient for torso 

clothing, although a form-fitting shirt 

may be used in addition, if desired. 

iii. ATD Positioning: 

A. Lower the ATD vertically into the 

seat while simultaneously: 

(1) Aligning the midsagittal plane (a 

vertical plane through the midline of the 

body, dividing the body into right and 

left halves) to approximately the middle 

of the seat place. 

(2) Keeping the upper legs horizontal 

by supporting them just behind the 

knees. 

(3) Applying a horizontal x-axis 

direction (in the ES–2re ATD coordinate 

system) force of about 20 lbs (89 N) to 

the bottom rib of the ES–2re, to 

compress the seat-back cushion. 

B. After all lifting devices have been 

removed from the ATD: 

(1) Rock it slightly to settle it in the 

seat. 

(2) Bend the knees of the ATD. 

(3) Separate the knees by about 4 

inches (100 mm). 

(4) Set the ATD’s head at 

approximately the midpoint of the 

available range of z-axis rotation (to 

align the head and torso midsagittal 

planes). 

(5) Position the ATD’s arms at the 

joints’ mechanical detent, to position 

them to an approximately 20- to 40- 

degree angle with respect to the torso. 

(6) Position the feet such that the 

centerlines of the lower legs are 

approximately parallel. 

Note: Seats installed via plinths or pallets 

must meet all applicable requirements. 

Compliance with the guidance contained in 

policy memorandum PS–ANM–100–2000– 

00123, ‘‘Guidance for Demonstrating 

Compliance with Seat Dynamic Testing for 

Plinths and Pallets,’’ dated February 2, 2000, 

is acceptable to the FAA. 

Issued in Kansas City, Missouri, on 

February 8, 2022. 

Patrick R. Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2022–03012 Filed 2–11–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0961; Project 

Identifier MCAI–2021–00924–A; Amendment 

39–21935; AD 2022–03–18] 

RIN 2120–AA64 

Airworthiness Directives; British 

Aerospace (Operations) Limited and 

British Aerospace Regional Aircraft 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

British Aerospace (Operations) Limited 

and British Aerospace Regional Aircraft 

Model Jetstream Series 200, Jetstream 

Model 3101, and Jetstream Model 3201 

airplanes. This 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 

identifies the unsafe condition as a bent 

control rod within the gust lock system, 

which may enable both power levers to 

be pushed into the flight range with the 

gust lock lever fully engaged. This AD 

requires replacing the push rod 

assembly with a modified push rod 

assembly. The FAA is issuing this AD 

to address the unsafe condition on these 

products. 

DATES: This AD is effective March 21, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 21, 2022. 

ADDRESSES: For service information 

identified in this final rule, contact BAE 

Systems (Operations) Ltd., Customer 

Information Department, Prestwick 

International Airport, Ayrshire, KA9 

2RW, Scotland, United Kingdom; 

phone: +44 3300 488727; fax: +44 1292 

675704; email: RApublications@

baesystems.com; website: https://

www.baesystems.com/Businesses/ 

RegionalAircraft/. You may view this 

service information at the FAA, 

Airworthiness Products Section, 

Operational Safety Branch, 901 Locust, 

Kansas City, MO 64106. For information 

on the availability of this material at the 

FAA, call (817) 222–5110. It is also 

available at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2021–0961. 


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