Document ID: FAA-2010-0056-0001
Agency: faa
Document Type: Rule
Title: Airworthiness Directives; British Aerospace Regional Aircraft Model HP.137 Jetstream Mk.1, Jetstream Series 200, Jetstream Series 3101, and Jetstream Model 3201 Airplanes
Posted Date: 2010-01-21T05:00Z

[Federal Register: January 21, 2010 (Volume 75, Number 13)]
[Proposed Rules]               
[Page 3418-3420]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr21ja10-13]                         

========================================================================
Proposed Rules
                                                Federal Register
________________________________________________________________________

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.

========================================================================

[[Page 3418]]

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 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.
    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

[[Page 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.

Sec.  39.13  [Amended]

    2. The FAA amends Sec.  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 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.
    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

[[Page 3420]]

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