Document ID: chunk:federal_register_of_legislation:F2009L03436:body:0:p2
Version: federal_register_of_legislation:F2009L03436
Segment Type: other
Provision Reference: 
Character Range: 2799–5202

all aeroplanes:

                Do not install a steering jack piston rod with P/N 6182-2, P/N 6182-3 or P/N 6182-4 on any aeroplane, unless it has been inspected and the safe life determined in accordance with paragraph 2 of BAE Systems SB 32-JA030644 Revision 1.

                4. For aeroplanes modified in accordance with BAE Systems modification JM5414:

                Do not install any NLG steering jack P/N 6182-2, P/N 6182-3 or P/N 6182-4 on that aeroplane, unless the unit has been modified in accordance with BAE Systems SB 32-JM5414 and APPH SB 32-77.

             Note:  EASA AD 2009-0135 dated 23 June 2009 refers. This AD supersedes UK CAA AD G-2004-0029.
Compliance:  For Requirement 1.a. - Remains unchanged as detailed in amendment 2 of this AD as: Within 2 months after 22 April 2005 (the effective date of amendment 2 of this AD), unless previously accomplished.

             For Requirement 1.b. - Before further flight.

             For Requirement 2.a. - Remains unchanged as detailed in amendment 2 of this AD as: Within 3 months after 22 April 2005, unless previously accomplished.

             For Requirement 2.b. - Before further flight.

             For Requirement 3 - From the effective date of this AD.

             For Requirement 4 - From the effective date of this AD.
             This Amendment becomes effective on 24 September 2009.
Background:  Cracks have been found in the steering jack piston rod adjacent to the eye-end and their origin is traceable to the application of a high torque applied to the eye-end during assembly of the unit.  Severe cracking can lead to failure of the jack and loss of steering control.

             Amendment 3 confirms that for aeroplanes incorporating BAE modification JM5414, no further action is required.

             Amendment 2 of this AD corrected the typographical errors noted in Amendment 1.

             Amendment 1 was issued after the manufacturer determined that the fatigue life of the subject component needed further revision and detailed the requirements for recalculating the safe life of the subject component.

   Amendment 2 of this AD became effective on 22 April 2005.

   Amendment 1 of this AD became effective on 17 March 2005.

   The original issue of this AD became effective 12 June 2003.

James Coyne
Delegate of the Civil Aviation Safety Authority

14 August 2009