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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Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations 8151 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0961; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, the MCAI, any comments 

received, and other information. The 

address for Docket Operations is 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: 

Doug Rudolph, Aviation Safety 

Engineer, General Aviation & Rotorcraft 

Section, International Validation 

Branch, FAA, 901 Locust, Room 301, 

Kansas City, MO 64106; phone: (816) 

329–4059; email: doug.rudolph@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain serial-numbered British 

Aerospace (Operations) Limited and 

British Aerospace Regional Aircraft 

Model Jetstream Series 200, Jetstream 

Model 3101, and Jetstream Model 3201 

airplanes. The NPRM published in the 

Federal Register on November 12, 2021 

(86 FR 62742). The NPRM was 

prompted by MCAI originated by the 

Civil Aviation Authority (CAA), which 

is the aviation authority for the United 

Kingdom. CAA has issued CAA AD G– 

2021–0005, dated August 3, 2021 

(referred to after this as ‘‘the MCAI’’), to 

address an unsafe condition on certain 

serial-numbered BAE Systems 

(Operations) Ltd. Model Jetstream Series 

3100 and Series 3200 airplanes. The 

MCAI states: 

On 8 October 2019, a Jetstream Series 3200 

aircraft aborted take-off at a speed of 

approximately 130 kt and veered off the 

runway. The investigation into the serious 

incident concluded the take-off was initiated 

with an engaged Gust Lock Mechanism, 

resulting in a temporary loss of aircraft 

control. Damage was identified in the Gust 

Lock mechanism, which allowed both power 

levers to be moved beyond flight idle with 

the gust locks engaged. 

The serious incident investigation 

determined that a bent control rod within the 

gust lock system made it possible to move 

both power levers simultaneously to the max 

position, even though the gust locks were 

still engaged. 

The gust-lock system is designed to lock 

and prevent damage to the control surfaces 

when the aircraft is parked during gusting 

wind conditions. The system contains a 

mechanical baulk which prevents both power 

levers from being moved beyond the flight 

idle position when the gust locks are 

engaged. 

Three previous occurrences in which a 

bent control rod enabled both power levers 

to be moved simultaneously beyond the 

flight idle position while the gust lock system 

was engaged have been identified by the 

Type Certificate Holder. Service Bulletin 27– 

JM 5350 was first published in 1992 to 

introduce a stronger control rod. 

This condition, if not prevented, could 

lead to partial or total loss of aircraft control. 

To address this potential unsafe condition, 

this [CAA] AD mandates the installation of 

a modified push rod assembly. 

BAE Systems operating manuals contain 

pre-flight checks that are designed to ensure 

the gust locks are not engaged during takeoff. 

You may examine the MCAI in the 

AD docket at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0961. 

In the NPRM, the FAA proposed to 

require replacing the push rod assembly 

with a modified push rod assembly. The 

FAA is issuing this AD to address the 

unsafe condition on this product. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received no comments on 

the NPRM or on the determination of 

the costs. 

Conclusion 

This product has been approved by 

the aviation authority of another 

country and is approved for operation in 

the United States. Pursuant to the FAA’s 

bilateral agreement with this State of 

Design Authority, it has notified the 

FAA of the unsafe condition described 

in the MCAI and service information 

referenced above. The FAA reviewed 

the relevant data and determined that 

air safety and the public interest require 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. This AD is adopted as 

proposed in the NPRM. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Jetstream Series 

3100/3200 Service Bulletin 27–JM 5350, 

Revision 1, dated May 6, 1994. This 

service information specifies procedures 

for replacing push rod assembly part 

number (P/N) 137201E419 with push 

rod assembly P/N 137201E429. This 

service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

Differences Between This AD and the 

MCAI 

The MCAI does not apply to the 

Model Jetstream Series 200, whereas 

this AD includes the Model Jetstream 

Series 200 because this model has an 

FAA type certificate and shares a 

similar type design in the affected area. 

The MCAI and service information 

apply to Model Jetstream Series 3100 

and Jetstream Series 3200 airplanes, 

which are identified on the FAA type 

certificates as Jetstream Model 3101 and 

Jetstream Model 3201 airplanes, 

respectively. 

Costs of Compliance 

The FAA estimates that this AD 

affects 43 airplanes of U.S. registry. 

The FAA estimates that it would take 

about 6 work-hours per airplane to 

replace the push rod assembly. The 

average labor rate is $85 per work-hour. 

Required parts would cost about $300 

per airplane. 

Based on these figures, the FAA 

estimates the cost on U.S. operators to 

be $34,830 or $810 per airplane. 

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. 

The FAA is 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 

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. 

For the reasons discussed above, I 

certify that this AD: 


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8152 Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Will not affect intrastate aviation 

in Alaska, 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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 adding 

the following new airworthiness 

directive: 

2022–03–18 British Aerospace (Operations) 

Limited and British Aerospace Regional 

Aircraft: Amendment 39–21935; Docket 

No. FAA–2021–0961; Project Identifier 

MCAI–2021–00924–A. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 21, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to British Aerospace 

(Operations) Limited and British Aerospace 

Regional Aircraft Model Jetstream Series 200, 

Jetstream Model 3101, and Jetstream Model 

3201 airplanes, serial numbers 1 through 927 

and 929 through 936 inclusive, certificated in 

any category. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 2770, Gust Lock/Damper System. 

(e) Unsafe Condition 

This AD was prompted by 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 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. The FAA is issuing 

this AD to detect and correct bent push rod 

assemblies of the power lever baulk system. 

The unsafe condition, if not addressed, could 

result in loss of airplane control. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Action 

Within 2 years after the effective date of 

this AD, replace push rod assembly part 

number (P/N) 137201E419 with push rod 

assembly P/N 137201E429 by following the 

Accomplishment Instructions, sections 2.A. 

through 2.C. in Jetstream Series 3100/3200 

Service Bulletin 27–JM 5350, Revision 1, 

dated May 6, 1994. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, International Validation 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the certification office, 

send it to the attention of the person 

identified in paragraph (i)(1) of this AD and 

email to: 9-AVS-AIR-730-AMOC@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(i) Related Information 

(1) For more information about this AD, 

contact Doug Rudolph, Aviation Safety 

Engineer, General Aviation & Rotorcraft 

Section, International Validation Branch, 

FAA, 901 Locust, Room 301, Kansas City, 

MO 64106; phone: (816) 329–4059; email: 

doug.rudolph@faa.gov. 

(2) Refer to Civil Aviation Authority (CAA) 

AD G–2021–0005, dated August 3, 2021, for 

more information. You may examine the 

CAA AD at https://www.regulations.gov by 

searching for and locating Docket No. FAA– 

2021–0961. 

(j) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Jetstream Series 3100/3200 Service 

Bulletin 27–JM 5350, Revision 1, dated May 

6, 1994. 

(ii) [Reserved] 

(3) For service information identified in 

this AD, 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/. 

(4) 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. 

(5) You may view this 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, 

email: fr.inspection@nara.gov, or go to: 

https://www.archives.gov/federal-register/cfr/ 

ibr-locations.html. 

Issued on January 26, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–03030 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–2022–0095; Project 

Identifier AD–2022–00054–T; Amendment 

39–21947; AD 2022–04–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 757 airplanes 

and Model 767 airplanes. This AD was 

prompted by a determination that radio 

altimeters cannot be relied upon to 

perform their intended function if they 

experience interference from wireless 

broadband operations in the 3.7–3.98 

GHz frequency band (5G C-Band), and a 

recent determination that, during 

approach, landings, and go-arounds, as 

a result of this interference, certain 

airplane systems may not properly 

function, resulting in increased 

flightcrew workload while on approach 

with the flight director, autothrottle, or 

autopilot engaged. The FAA is issuing 

this AD to address 5G C-Band 

interference that could result in 

increased flightcrew workload and 

could lead to reduced ability of the 

flightcrew to maintain safe flight and 

landing of the airplane. This AD 

requires revising the limitations and 

operating procedures sections of the 

existing airplane flight manual (AFM) to 

incorporate specific operating 

procedures for landing distance 

calculations, instrument landing system 

(ILS) approaches, non-precision 

approaches, speedbrake deployment, 


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