38912 Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 

after a full up or down selection in the 

hydraulic mode. 

Based on the above described failure 

scenario, the differences in the design 

properties and the positive experience, 

aeroplanes in pre-SBF50–27–030 

configuration are not affected by this AD. 

Corrective actions include readjusting the upstop position if clearance between the flap 

mechanical drive nut and the up-and-downstop is incorrect, and if any cracks are found 

during the non-destructive inspection, 

replacing the part with a serviceable part. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) Within 12 months after the effective 

date of this AD, inspect the clearance 

between the flap mechanical drive nut and 

the up-and-down-stop, and before further 

flight, do all applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Fokker Service Bulletin 

SBF50–27–043, dated November 17, 2008. 

(2) If, during accomplishment of the 

actions required by paragraph (f)(1) of this 

AD, abutments marks are found, or when the 

up-and-down-stop touches the drive nut after 

a full up or down selection in the hydraulic 

mode, before further flight, do a nondestructive inspection for cracking, in 

accordance with Fokker Service Bulletin 

SBF50–27–043, dated November 17, 2008. If 

any cracking is found, before further flight, 

replace the part with a serviceable part. 

FAA AD Differences 

Note 1: 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, 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: Tom Rodriguez, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1137; 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, 

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 Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency Airworthiness 

Directive 2009–0047, dated March 2, 2009; 

Fokker Service Bulletin SBF50–27–043, 

dated November 17, 2008; for related 

information. 

Material Incorporated by Reference 

(i) You must use Fokker Service Bulletin 

SBF50–27–043, dated November 17, 2008, 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 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Fokker Services B.V., 

Technical Services Dept., P.O. Box 231, 2150 

AE Nieuw-Vennep, the Netherlands; 

telephone +31 (0)252–627–350; fax +31 

(0)252–627–211; e-mail 

technicalservices.fokkerservices@stork.com; 

Internet http://www.myfokkerfleet.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 or 425–227–1152. 

(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 July 24, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–18417 Filed 8–4–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0463; Directorate 

Identifier 2008–NM–065–AD; Amendment 

39–15984; AD 2009–16–01] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited 

(Jetstream) Model 4101 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. 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 describes the unsafe 

condition as: 

A failure mode has been identified that can 

lead to loss of a nose wheel. Any 

combination of excessive wear and/or 

adverse tolerances on the axle inner cone, 

outer cone or wheel hub splined sleeve cones 

can result in the loss of the critical gap 

between the inner flange face of the wheel 

outer cone and the axle end face. If this gap 

is lost, it can result in the wheel having free 

play along the length of the axle. This 

condition, if not corrected, can result in 

breakage of the wheel nut lock plate leading 

to unscrewing of the wheel retention nut and 

subsequent separation of the nose wheel from 

the landing gear axle. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

September 9, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 9, 2009. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

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 May 20, 2009 (74 FR 23671). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

A failure mode has been identified that can 

lead to loss of a nose wheel. Any 

combination of excessive wear and/or 

adverse tolerances on the axle inner cone, 

outer cone or wheel hub splined sleeve cones 


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Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 38913 

can result in the loss of the critical gap 

between the inner flange face of the wheel 

outer cone and the axle end face. If this gap 

is lost, it can result in the wheel having free 

play along the length of the axle. This 

condition, if not corrected, can result in 

breakage of the wheel nut lock plate leading 

to unscrewing of the wheel retention nut and 

subsequent separation of the nose wheel from 

the landing gear axle. 

For the reasons described above, this AD 

requires repetitive inspections of the nose 

landing gear to ensure that the wheels are 

correctly retained and, depending on 

findings, replacement of worn parts. 

Required actions include inspecting the 

lock plate for damage (including 

excessive wear) and cracking, and 

replacing the lock plate with a new or 

serviceable part if any damage or 

cracking is found; inspecting the wheel 

nut for damage, and replacing any 

damaged nut with a new or serviceable 

part; and measuring the gap between the 

inner flange of the outer cone (at each 

of the three sections) and the end face 

of the axle to determine if parts are 

worn, and replacing worn parts with 

new or serviceable parts. You may 

obtain further information by examining 

the MCAI in the AD docket. 

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 our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 7 

products of U.S. registry. We also 

estimate that it will take about 4 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $80 per work-hour. 

Based on these figures, we estimate the 

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

be $2,240, or $320 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. 

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 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 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 Operations office 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 Operations 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 adding 

the following new AD: 

2009–16–01 BAE Systems (Operations) 

Limited (Formerly British Aerospace 

Regional Aircraft): Amendment 39– 

15984. Docket No. FAA–2009–0463; 

Directorate Identifier 2008–NM–065–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective September 9, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to BAE Systems 

(Operations) Limited Model Jetstream 4101 

airplanes, certificated in any category, all 

models, all serial numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

A failure mode has been identified that can 

lead to loss of a nose wheel. Any 

combination of excessive wear and/or 

adverse tolerances on the axle inner cone, 

outer cone or wheel hub splined sleeve cones 

can result in the loss of the critical gap 

between the inner flange face of the wheel 

outer cone and the axle end face. If this gap 

is lost, it can result in the wheel having free 

play along the length of the axle. This 

condition, if not corrected, can result in 

breakage of the wheel nut lock plate leading 

to unscrewing of the wheel retention nut and 

subsequent separation of the nose wheel from 

the landing gear axle. 

For the reasons described above, this AD 

requires repetitive inspections of the nose 

landing gear to ensure that the wheels are 

correctly retained and, depending on 

findings, replacement of worn parts. 

Required actions include inspecting the lock 

plate for damage (including excessive wear) 

and cracking, and replacing the lock plate 

with a new or serviceable part if any damage 

or cracking is found; inspecting the wheel 


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38914 Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 

nut for damage, and replacing any damaged 

nut with a new or serviceable part; and 

measuring the gap between the inner flange 

of the outer cone (at each of the three 

sections) and the end face of the axle to 

determine if parts are worn, and replacing 

worn parts with new or serviceable parts. 

Actions and Compliance 

(f) Unless already done, do the following 

actions for the left and right nose wheel 

attachments to the axle. 

(1) Within 3 months after the effective date 

of this AD, inspect the lock plate for damage 

(including excessive wear) and cracking, 

inspect the wheel nut for damage, and 

measure the gap between the inner flange of 

the outer cone and the end face of the axle 

to determine if parts are worn, in accordance 

with paragraph 2.B. of BAE Systems 

(Operations) Limited Service Bulletin J41– 

32–086, dated June 27, 2007. 

(2) If, during any inspection required by 

paragraph (f)(1) of this AD, any damage or 

cracking of the lock plate is found, before 

further flight, replace the lock plate with a 

new or serviceable part, in accordance with 

paragraph 2.B. of BAE Systems (Operations) 

Limited Service Bulletin J41–32–086, dated 

June 27, 2007. 

(3) If, during any inspection required by 

paragraph (f)(1) of this AD, any damage of the 

wheel nut is found, before further flight, 

replace the wheel nut with a new or 

serviceable part, in accordance with 

paragraph 2.B. of BAE Systems (Operations) 

Limited Service Bulletin J41–32–086, dated 

June 27, 2007. 

(4) If, during any measurement required by 

paragraph (f)(1) of this AD, the measured gap 

size is found to be less than 0.002 inch (0.05 

mm), before further flight, replace any worn 

parts with new or serviceable parts, in 

accordance with paragraph 2.B. of BAE 

Systems (Operations) Limited Service 

Bulletin J41–32–086, dated June 27, 2007. 

Within 3,000 flight hours after doing the 

replacement, repeat the actions for the left 

and right nose wheel attachments to the axle 

that are required by paragraph (f)(1) of this 

AD. 

(5) If, during any measurement required by 

paragraph (f)(1) of this AD, the measured gap 

size is equal to or more than 0.002 inch (0.05 

mm), repeat the actions for the left and right 

nose wheel attachments to the axle that are 

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

thereafter at intervals not to exceed the value 

indicated in Table 1 of this AD, depending 

on the exact finding. If, during any repeat 

inspection, the finding has changed to 

another value (see Table 1), adjust the new 

interval accordingly. 

TABLE 1—REPEAT INSPECTION

INTERVALS

Measured gap size 

Repeat 

inspection 

interval in 

flight hours 

0.002 inch to 0.005 inch inclusive (0.05/0.13mm) ............... 500 

Greater than 0.005 inch to less 

than or equal to 0.010 inch 

(0.13/0.25mm) ....................... 1,000 

TABLE 1—REPEAT INSPECTION

INTERVALS—Continued 

Measured gap size 

Repeat 

inspection 

interval in 

flight hours 

Greater than 0.010 inch to less 

than or equal to 0.020 inch 

(0.25/0.51mm) ....................... 2,000 

Greater than 0.020 inch 

(0.51mm) ............................... 3,000 

Note 1: Replacement of parts does not 

constitute terminating action for the 

inspection requirements of this AD. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: 

Although BAE Systems (Operations) Limited 

Service Bulletin J41–32–086, dated June 27, 

2007, does not specify an inspection 

following the replacement of the left and 

right nose wheel attachment to the axle for 

measurements less than 0.002 inch, 

paragraph (f)(4) of this AD requires an 

inspection within 3,000 flight hours after 

replacing the part. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, 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: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1175; 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. 

(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 FAAapproved 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, 

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 Airworthiness Directive 2008– 

0036, dated February 22, 2008; and BAE 

Systems (Operations) Limited Service 

Bulletin J41–32–086, dated June 27, 2007; for 

related information. 

Material Incorporated by Reference 

(i) You must use BAE Systems (Operations) 

Limited Service Bulletin J41–32–086, dated 

June 27, 2007, 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 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact BAE Systems Regional 

Aircraft, 13850 McLearen Road, Herndon, 

Virginia 20171; telephone 703–736–1080; 

e-mail raebusiness@baesystems.com; Internet 

http://www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 

(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 or 425–227–1152. 

(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 July 22, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–18018 Filed 8–4–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF COMMERCE 

Bureau of the Census 

15 CFR Part 30 

[Docket Number: 090422707–9708–01] 

RIN 0607–AA48 

Foreign Trade Regulations (FTR): 

Eliminate the Social Security Number 

(SSN) as an Identification Number in 

the Automated Export System (AES) 

AGENCY: Bureau of the Census, 

Commerce Department. 

ACTION: Interim final rule with request 

for comments. 

SUMMARY: The U.S. Census Bureau 

(Census Bureau) is amending the 

Foreign Trade Regulations (FTR) to 

eliminate the requirement to report a 

Social Security Number (SSN) as an 

identification number when registering 

to file and filing electronic export 

information in the Automated Export 

System (AES) or AESDirect. Under the 

current regulations, the U.S. Principal 

Party in Interest (USPPI) or U.S. 

authorized agent residing or having an 


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