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PROPOSED AD BRITISH AEROSPACE (OPERATIONS) LIMITED AND BRITISH AEROSPACE REGIONAL AIRCRAFT: Docket No. FAA-2022-0291; Project Identifier MCAI-2021-01321-A.
(a) COMMENTS DUE DATE

    The FAA must receive comments on this airworthiness directive (AD)  by
    May 12, 2022.

(b) AFFECTED ADS

    This AD replaces AD 2017-15-06,  Amendment 39-18966 (82 FR 34846, July
    27, 2017) (AD 2017-15-06).

(c) APPLICABILITY

    This AD applies to British Aerospace (Operations) Limited Model HP.137
    Jetstream Mk.1,  Jetstream Series 200,  and  Jetstream Model 3101 air-
    planes and  British Aerospace Regional Aircraft  Model Jetstream Model
    3201 airplanes, all serial numbers, certificated in any category.

(d) SUBJECT

    Joint Aircraft System Component (JASC)  Code  3211,  Main Landing Gear
    Attach Section.

(e) UNSAFE CONDITION

    This AD was prompted  by cracks found on  the main landing gear  (MLG)
    main fitting at the pintle  to cylinder interface. The FAA  is issuing
    this AD to detect and correct cracks in the MLG. The unsafe condition,
    if not addressed, could cause  failure of the MLG, which  could result
    in loss of control of the airplane during takeoffs and landings.

(f) COMPLIANCE

    Comply  with this  AD within  the compliance  times specified,  unless
    already done.

(g) ACTIONS

(1) Within the compliance times  listed in paragraph (g)(1)(i)  or (ii) of
    this AD, as applicable, inspect the MLG for cracks by following Appen-
    dix 1,  sections A through G,  of  British Aerospace  Jetstream Series
    3100 & 3200 Service Bulletin 32-JA960142,  Revision 5,  dated December
    13, 2019; or the Accomplishment Instructions, sections A through D(6),
    in Heroux Devtek Service Bulletin 32-56, Revision 4,  dated August 16,
    2016.

(i) For airplanes that have been inspected in accordance  with AD 2017-15-
    06: Before the MLG accumulates 900 flight cycles  since  the  last in-
    spection or within 150 flight cycles  after the effective date of this
    AD, whichever occurs later,  and thereafter at intervals not to exceed
    900 flight cycles.

(ii) For airplanes that have not been inspected in accordance with AD 2017
     -15-06: Before the  MLG accumulates 8,000  flight cycles since  first
     installation on  an airplane  or within 50 flight  cycles  after  the
     effective date of this AD, whichever occurs later,  and thereafter at
     intervals not to exceed 900 flight cycles.

(2) If any crack is found during any inspection required  by paragraph (g)
    (1)  of  this AD,  before  further flight,  replace  the MLG  with  an
    airworthy MLG and  continue the inspections  as required by  paragraph
    (g)(1) of this AD.

(3) The compliance times  in paragraphs (g)(1)(i) and (ii)  of this AD are
    presented in flight cycles (landings).  If the number of total  flight
    cycles  is unknown,  for purposes  of this  AD, the  number of  flight
    cycles is the hours time-in-service (TIS) accumulated on the  airplane
    multiplied by 0.75. For example:

(i) 100 hours TIS x 0.75 = 75 flight cycles.

(ii) 1,000 hours TIS x 0.75 = 750 flight cycles.

(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 in-
    spector, 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-2021-0015, dated November
    24, 2021,  for more information.  You may examine the CAA AD in the AD
    docket at https:www.regulations.gov  by  searching  for  and  locating
    Docket No. FAA-2022-0291.

(3) For British Aerospace service information  identified in this AD, con-
    tact BAE Systems  (Operations) Ltd.,  Customer Information Department,
    Prestwick International Airport,  Ayrshire,  KA9 2RW,  United Kingdom;
    phone: +44 3300 488727;  fax: +44 1292 675704;  email: RApublications@
    baesystems.com; website https://www.baesystems.com/Businesses/Regional
    Aircraft/. For Heroux Devtek service information identified in this AD
    contact Heroux Devtek Product Support, 8,  Pembroke Court, Manor Park,
    Runcorn, Cheshire,  WA7 1TG,  United Kingdom;  phone:  (855) 679-5450;
    email: technical_support@herouxdevtek.com; website: https://www.heroux
    devtek.com/en/contact-us. You may view this service information at the
    Airworthiness Products Section,  Operational Safety Branch,  FAA,  901
    Locust, Kansas City, MO 64106.  For information on the availability of
    this material at the FAA, call (817) 222-5110.

Issued on March 22, 2022. Lance T. Gant, Director, Compliance & Airworthi-
ness Division, Aircraft Certification Service.

DATES: The FAA must receive comments on this proposed AD by May 12, 2022.
PREAMBLE 

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2022-0291; Project Identifier MCAI-2021-01321-A]
RIN 2120-AA64

Airworthiness Directives; British Aerospace (Operations) Limited
and British Aerospace Regional Aircraft Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: The FAA proposes to supersede Airworthiness Directive (AD)
2017-15-06, which applies to British Aerospace Regional Aircraft Model
HP.137 Jetstream Mk.1, Jetstream Series 200 and 3101, and Jetstream
Model 3201 airplanes. AD 2017-15-06 requires repetitively inspecting
the main landing gear (MLG) for cracks and, if cracks are found,
replacing the MLG with an airworthy part. Since the FAA issued AD 2017-
15-06, the Civil Aviation Authority (CAA) of the United Kingdom
superseded the mandatory continuing airworthiness information (MCAI)
issued by the European Aviation Safety Agency (EASA) to correct an
unsafe condition on these products. This proposed AD would retain the
initial inspection and the calculation of hours time-in-service to
flight cycle (FC) actions required by AD 2017-15-06, but would decrease
the repetitive inspection interval time from 1,200 flight cycles to 900
flight cycles. The FAA is proposing this AD to address the unsafe
condition on these products.

DATES: The FAA must receive comments on this proposed AD by May 12,
2022.

ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://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: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For British Aerospace service information identified in this NPRM,
contact BAE Systems (Operations) Ltd., Customer Information Department,
Prestwick International Airport, Ayrshire, KA9 2RW, United Kingdom;
phone: +44 3300 488727; fax: +44 1292 675704; email:
RApublications@baesystems.com; website: https://www.baesystems.com/Businesses/RegionalAircraft/. For Heroux Devtek service
information identified in this NPRM, contact H[eacute]roux Devtek
Product Support, 8, Pembroke Court, Manor Park, Runcorn, Cheshire, WA7
1TG, United Kingdom; phone: (855) 679-5450; email:
technical_support@herouxdevtek.com; website: https://www.herouxdevtek.com/en/
contact-us. You may view this service
information at the Airworthiness Products Section, Operational Safety
Branch, FAA, 901 Locust, Kansas City, MO 64106. For information on the
availability of this material at the FAA, call (817) 222-5110.

Examining the AD Docket

You may examine the AD docket at https://www.regulations.gov by
searching for and locating Docket No. FAA-2022-0291; 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 NPRM, the MCAI,
any comments received, and other information. The street address for
Docket Operations is listed above.

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:

Comments Invited

The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under ADDRESSES. Include ``Docket No. FAA-2022-0291; Project Identifier
MCAI-2021-01321-A'' at the beginning of your comments. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
the proposal because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
https://www.regulations.gov, including any personal information you
provide. The agency will also post a report summarizing each
substantive verbal contact received about this proposed AD.

Confidential Business Information

CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this NPRM contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this NPRM, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this NPRM. Submissions containing CBI should be sent to Doug
Rudolph, Aviation Safety Engineer, General Aviation & Rotorcraft
Section, International Validation Branch, FAA, 901 Locust, Room 301,
Kansas City, MO 64106. Any commentary that the FAA receives which is
not specifically designated as CBI will be placed in the public docket
for this rulemaking.

Background

The FAA issued AD 2017-15-06, Amendment 39-18966 (82 FR 34846, July
27, 2017) (AD 2017-15-06), for British Aerospace Regional Aircraft
Model HP.137 Jetstream Mk.1, Jetstream Series 200 and 3101, and
Jetstream Model 3201 airplanes. AD 2017-15-06 was prompted by MCAI
originated by EASA, which is the Technical Agent for the Member States
of the European Union. EASA issued EASA AD 2017-0053, dated March 24,
2017, to correct an unsafe condition identified as cracks in the MLG
fitting at the pintle to cylinder interface, which could cause failure
of the MLG.
AD 2017-15-06 requires repetitively inspecting the MLG and, if
cracks are found, replacing the MLG with an airworthy part. The FAA
issued AD 2017-15-06 to detect and correct cracks in the MLG, which
could lead to structural failure of the MLG and result in loss of
control during takeoffs and landings.

Actions Since AD 2017-15-06 Was Issued


Since the FAA issued AD 2017-15-06, the CAA superseded EASA AD
2017-0053, dated March 24, 2017, and issued CAA AD G-2021-0015 dated
November 24, 2021 (referred to after this as ``the MCAI''). The MCAI
states:

Cracks were found during early fatigue testing and in service on
the main landing gear (MLG) main fitting at the pintle to cylinder
interface.
This condition if not detected and corrected, could lead to
structural failure of the MLG, possibly resulting in loss of control
of the aeroplane during take-off or landing runs.
To address this unsafe condition, BAE Systems (Operations) Ltd
published several Service Bulletins (ISB) which, in 1996, were
consolidated into a single bulletin, SB 32-JA960142, to provide
instructions for inspection. CAA issued AD 005-03-96
accordingly to require repetitive inspections of the MLG.
In 2014 a crack was found which was below the critical crack
length, but unusually large compared to similar cracks previously
found in service. Further investigation into the subject determined
that the existing inspection intervals remain valid but also showed
that the assumed detectable defect size of a 1.27mm [millimeters]
(0.05 in) [inch] crack could not be guaranteed using the then
defined accomplishment instructions for a high frequency eddy
current (HFEC) or fluorescent dye penetrant (FDP) inspection.
Consequently, BAE Systems (Operations) Ltd issued SB 32-JA960142
Revision 4, which provided an improved procedure for HFEC and FDP
inspection to ensure the detection of cracks of 1.27 mm (0.05 in)
length.
In response to this revision, EASA issued AD 2017-0053
(corrected 24 March 2017) addressing the need for revised inspection
procedures.
Recently, an operator performing [EASA] AD 2017-0053
(referencing SB 32-JA960142 rev 4) identified 3 crack indications
(13 mm, 3 mm & 8 mm) in close proximity, the total length of which
was approximately 38 mm. This was an unusual report based of
reported findings over the 24 years since the SB was initially
released. In depth laboratory investigation of the discrepant part
was undertaken, which found that the material was to specification
and the cracks were fatigue in nature. The investigation was unable
to establish a reason for the cracks being different in nature to
those previously reported.
In response, a further damage tolerance analysis was performed,
which identified the need to reduce the repeat inspection interval
defined in [EASA] AD 2017-0053. That is, a reduction from a repeat
of 1,200 flight cycles (FC) to a repeat of 900 FC.
For the reasons described above, this [CAA] AD retains the
requirements of CAA UK AD 005-03-96 (superseded by EASA AD) and EASA
AD 2017-0053 (superseded by this CAA AD) and requires the
accomplishment of repetitive inspections in accordance with new
repetitive inspection requirements.

You may examine the MCAI in the AD docket at https://www.regulations.gov by
searching for and locating Docket No. FAA-2022-0291.

Related Service Information Under 1 CFR Part 51


The FAA reviewed British Aerospace Jetstream Series 3100 & 3200
Service Bulletin 32-JA960142, Revision 5, dated December 13, 2019. This
service information specifies procedures for doing a fluorescent
penetrant inspection for cracks in the MLG. Alternatively, this service
information specifies conducting an eddy current inspection for cracks
in the MLG in accordance with H[eacute]roux Devtek Service Bulletin No.
32-56, Revision 4, dated August 16, 2016, which was incorporated by
reference as of August 31, 2017 (82 FR 34846).
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 ADDRESSES.

Other Related Service Information

The FAA reviewed British Aerospace Jetstream Series 3100 & 3200
Service Bulletin 32-JA960142, Revision 4, dated October 21, 2016. This
service information specifies procedures for doing a fluorescent
penetrant inspection for cracks in the MLG. Alternatively, this service
information specifies conducting an eddy current inspection for cracks
in the MLG in accordance with H[eacute]roux Devtek Service Bulletin No.
32-56, Revision 4, dated August 16, 2016. This service information also
specifies corrective actions if any crack found exceeds a certain
length.

FAA's Determination

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 is issuing this NPRM
after determining the unsafe condition described previously is likely
to exist or develop on other products of the same type design.

Proposed AD Requirements in This NPRM

This proposed AD would retain the initial inspection, the
calculation of hours time-in-service to flight cycle (FC) action, and
replacement as necessary required by AD 2017-15-06, but would decrease
the repetitive inspection interval time from 1,200 flight cycles to 900
flight cycles.

Differences Between This Proposed AD and the MCAI


The MCAI does not apply to the Model HP.137 Jetstream Mk.1 or Model
Jetstream Series 200, whereas this proposed AD would include those
models because they have an FAA type certificate and share 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.
The MCAI gives credit for inspections and corrective actions
accomplished before the effective date of the MCAI using BAE Systems
(Operations) Ltd SB 32-JA960142 Revision 5, Revision 4, or Revision 3.
This proposed AD would not give credit for Revision 3, as AD 2017-15-06
did not provide credit and the FAA did not receive any requests to use
Revision 3 as an alternative method of compliance.
The MCAI requires compliance with all of the accomplishment
instructions in the service information, which includes reporting the
inspection results (if there is a crack) to the manufacturer. This
proposed AD would not require reporting information to the
manufacturer.

Costs of Compliance

The FAA estimates that this AD, if adopted as proposed, would
affect 18 airplanes of U.S. registry.
The FAA estimates the following costs to comply with this proposed
AD:

Estimated Costs

Action
Labor cost
Parts cost
Cost per airplane
Cost on U.S. operators
Inspection 6 work-hours x $85 per hour = $510 Not applicable $510 $9,180 per inspection cycle

The FAA estimates the following costs to replace the MLG based on
the results of the proposed inspection. The FAA has no way of
determining the number of airplanes that might need this replacement:

On-Condition Costs

Action
Labor cost
Parts cost
Cost per airplane
Replace the MLG 1 work-hour x $85 per hour = $85
$5,000
$1,530

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

The FAA 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 that the proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Would not affect intrastate aviation in Alaska, and
(3) Would 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 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:

a. Removing Airworthiness Directive 2017-15-06, Amendment 39-18966 (82
FR 34846, July 27, 2017); and

b. Adding the following new airworthiness directive: