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2022-12-09 BRITISH AEROSPACE (OPERATIONS) LIMITED AND BRITISH AEROSPACE REGIONAL AIRCRAFT: Amendment 39-22081; Docket No. FAA-2022-0291; Project Identifier MCAI-2021-01321-A.
(a) EFFECTIVE DATE

    This airworthiness directive (AD) is effective July 21, 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 al-
    ready 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 air-
    worthy 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, 901 Locust, Room 301, Kansas City, MO 64106; phone:
    (816) 329-4059; email: doug.rudolph@faa.gov.

(2) Refer to Civil Aviation Authority (CAA) United Kingdom (UK) AD G-2021-
    0015, dated November 24, 2021,  for more information.  You may examine
    the CAA UK AD  at https://www.regulations.gov  in Docket No. FAA-2022-
    0291.

(j) MATERIAL INCORPORATED BY REFERENCE

(1) The Director of the Federal Register  approved  the  incorporation  by
    reference (IBR) 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.

(3) The following service information  was approved  for  IBR  on July 21,
    2022.

(i) British Aerospace  Jetstream Series  3100 & 3200  Service Bulletin 32-
    JA960142, Revision 5, dated December 13, 2019.

(ii) [Reserved]

(4) The following service information was approved  for IBR  on August 31,
    2017 (82 FR 34846).

(i) Heroux Devtek Service Bulletin 32-56,  Revision  4,  dated  August 16,
    2016.

(ii) [Reserved]

(5) 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; e-
    mail: technical_support@herouxdevtek.com;  website: https://www.heroux
    devtek.com/en/contact-us.

(6) You may view this service information at the FAA,  Airworthiness Prod-
    ucts 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.

(7) You may view  this service information  that is incorporated by refer-
    ence 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 June 6, 2022. Gaetano A Sciortino, Deputy Director for Strategic
Initiatives,  Compliance & Airworthiness Division,  Aircraft Certification
Service.

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.
PREAMBLE 

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39


[Docket No. FAA-2022-0291; Project Identifier MCAI-2021-01321-A;
Amendment 39-22081; AD 2022-12-09]
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 superseding Airworthiness Directive (AD) 2017-15-06
for all British Aerospace Regional Aircraft Model HP.137 Jetstream
Mk.1, Jetstream Series 200 and 3101, and Jetstream Model 3201
airplanes. AD 2017-15-06 required repetitively inspecting the main
landing gear (MLG) for cracks and, if cracks were 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 (UK) superseded
the mandatory continuing airworthiness information (MCAI) issued by the
European Aviation Safety Agency (EASA) to correct an unsafe condition
on these products. This AD retains the initial inspection and the
calculation of hours time-in-service to flight cycle actions required
by AD 2017-15-06, but decreases the repetitive inspection interval time
from 1,200 flight cycles to 900 flight cycles. The FAA is issuing this
AD to address the unsafe condition on these products.

DATES: This AD is effective July 21, 2022.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of July 21,
2022.
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of August
31, 2017 (82 FR 34846).

ADDRESSES: For British Aerospace service information identified in this
final rule, 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 final rule, 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.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. It is
also available at https://www.regulations.gov by searching for and
locating Docket No. FAA-2022-0291.

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 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 to supersede AD 2017-15-06, Amendment 39-18966 (82 FR
34846, July 27, 2017) (AD 2017-15-06). AD 2017-15-06 applied to all
British Aerospace Regional Aircraft Model HP.137 Jetstream Mk.1,
Jetstream Series 200 and 3101, and Jetstream Model 3201 airplanes. AD
2017-15-06 required repetitively inspecting the MLG and, if cracks were
found, replacing the MLG with an airworthy part. The FAA issued AD
2017-15-06 to detect and correct cracks in the MLG fitting at the
pintle to cylinder interface, which could cause failure of the MLG.
The NPRM published in the Federal Register on March 28, 2022 (87 FR
17211). The NPRM was prompted by CAA UK 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 UK] 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.
In the NPRM, the FAA proposed to retain the initial inspection, the
calculation of hours time-in-service to flight cycle action, and
replacement as necessary required by AD 2017-15-06, but proposed to
decrease the repetitive inspection interval time from 1,200 flight
cycles to 900 flight cycles. 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.

Discussion of Final Airworthiness Directive

Comments

The FAA received no comments on the NPRM or on the determination of
the costs.

Conclusion

These products have been approved by the aviation authority of
another country and are 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 referenced above. The FAA reviewed the relevant data and
determined that air safety requires adopting the 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 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 Heroux Devtek Service Bulletin 32-
56, Revision 4, dated August 16, 2016, which the Director of the
Federal Register approved for incorporation 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 the
ADDRESSES section.

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 Heroux Devtek Service Bulletin 32-
56, Revision 4, dated August 16, 2016, which the Director of the
Federal Register approved for incorporation by reference as of August
31, 2017 (82 FR 34846).

Differences Between This AD and the MCAI

The MCAI does not apply to the Model HP.137 Jetstream Mk.1
airplanes or Model Jetstream Series 200 airplanes, whereas this AD does
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 airplanes 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 at Revision 5, Revision 4, or Revision 3.'' This AD
does not give credit for Revision 3, dated August 31, 2016, 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 AD
does not require reporting information to the manufacturer.

Costs of Compliance

The FAA estimates that this AD affects 18 airplanes of U.S. registry.
The FAA estimates the following costs to comply with this 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 per inspection cycle Not applicable $510 per inspection cycle $9,180 per inspection cycle

The FAA estimates the following costs to replace the MLG based on
the results of the 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
$5,085

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 has 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 that this AD:
(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.

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: