Airworthiness Directives; British Aerospace Regional Aircraft Model HP.137 Jetstream Mk.1, Jetstream Series 200, Jetstream Series 3101, and Jetstream Model 3201 Airplanes, 60228-60231 [E7-20364]

Download as PDF 60228 Federal Register / Vol. 72, No. 205 / Wednesday, October 24, 2007 / Rules and Regulations (2) Is not a ‘‘significant rule’’ under 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 summary of the costs to comply with this AD and placed it in the AD Docket. You may get a copy of this summary at the address listed under ADDRESSES. Interim Action (f) These actions are interim actions due to the on-going investigation, and we may take further rulemaking actions in the future based on the results of the investigation and field experience. Alternative Methods of Compliance (l) The Manager, Engine Certification Office, has the authority to approve alternative methods of compliance for this AD if requested using the procedures found in 14 CFR 39.19. Engine Electronic Control Unit (ECU) Software Removal (g) At the next shop visit of the engine or of the ECU, whichever occurs first, and not to exceed 60 months from the effective date of this AD, remove the following software versions from the ECUs: Special Flight Permits (m) Special flight permits are not authorized. TABLE 1.—REMOVAL OF ECU SOFTWARE VERSIONS List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Safety. Accordingly, under the authority delegated to me by the Administrator, the Federal Aviation Administration amends 14 CFR part 39 as follows: I Software version Installed in ECU Part No. (1) 8.5.A ... Adoption of the Amendment 1851M51P01, 1851M51P02, 1851M52P01, 1851M52P02, 1851M53P01, 1851M53P02 1471M69P01, 1471M69P02, 1519M91P01 1519M91P02 1519M91P03, 1519M91P04 1519M91P05 1519M91P06, 1820M34P01 1519M91P07, 1820M34P02 1519M91P09, 1519M91P10, 1820M34P04, 1820M34P05 (2) 8.3C ... (3) (4) (5) (6) (7) (8) PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: I 8.3.D .. 8.3.E ... 8.3.F ... 8.3.G .. 8.3.H .. 8.3.J ... Related Information (n) Information on removing ECU software and installing new software, which provides increased margin to flameout, can be found in GE Service Bulletin No. CF6–80C2 S/B 73– 0351, dated April 11, 2007. (o) Contact John Golinski, Aerospace Engineer, Engine Certification Office, FAA, Engine and Propeller Directorate, 12 New England Executive Park, Burlington, MA 01803; e-mail: john.golinski@faa.gov; telephone: (781) 238–7135, fax: (781) 238– 7199, for more information about this AD. Issued in Burlington, Massachusetts, on October 17, 2007. Peter A. White, Acting Manager, Engine and Propeller Directorate, Aircraft Certification Service. [FR Doc. E7–20813 Filed 10–23–07; 8:45 am] BILLING CODE 4910–13–P Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive: I 2007–22–07 General Electric Company: Amendment 39–15243. Docket No. FAA–2007–28319; Directorate Identifier 2007–NE–27–AD. Effective Date (a) This airworthiness directive (AD) becomes effective November 28, 2007. Affected ADs (b) None. Applicability (c) This AD applies to General Electric Company (GE) CF6–80C2D1F turbofan engines, installed on, but not limited to, McDonnell Douglas Corporation MD–11 series airplanes. yshivers on PROD1PC62 with RULES Unsafe Condition (d) This AD results from reports of engine flameout events during flight, including reports of events where all engines simultaneously experienced a flameout or other adverse operation. We are issuing this AD to minimize engine flameout due to ice accretion and shedding during flight. Exposure to ice crystals during flight is believed to be associated with these flameout events. Compliance (e) You are responsible for having the actions required by this AD performed within the compliance times specified unless the actions have already been done. VerDate Aug<31>2005 15:22 Oct 23, 2007 Jkt 214001 Previous Software Versions of ECU Software (h) For a period of 24 months after the effective date of this AD, once an ECU containing a software version not listed in Table 1 of this AD is installed on an engine, that ECU can be replaced with an ECU containing a previous version of software listed in Table 1. (i) Once the software version listed in Table 1 of this AD has been removed and new FAA-approved software version is installed in an ECU, reverting to those older software versions in that ECU is prohibited. (j) After 60 months from the effective date of this AD, use of an ECU with a software version listed in Table 1 of this AD is prohibited. DEPARTMENT OF TRANSPORTATION Definitions (k) For the purposes of this AD: (1) Next shop visit of the ECU is when the ECU is removed from the engine for overhaul or maintenance after the effective date of this AD. (2) Next shop visit of the engine is when the engine is removed from the airplane for maintenance in which a major flange is disassembled after the effective date of this AD. The following engine maintenance actions, either separately or in combination with each other, are not considered a next shop visit of the engine: (i) Removal of the upper high pressure compressor (HPC) stator case solely for airfoil maintenance. (ii) Module-level inspection of the HPC rotor stages 3–9 spool. (iii) Replacement of stage 5 HPC variable stator vane bushings or lever arms. (iv) Removal of the accessory gearbox. (v) Replacement of the inlet gearbox polytetrafluoroethylene seal. AGENCY: PO 00000 Frm 00002 Fmt 4700 Sfmt 4700 Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2007–28115 Directorate Identifier 2007–CE–045–AD; Amendment 39–15235; AD 2007–21–17] 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 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) issued 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: There has been a report of landing gear radius rods suffering cracks starting in the flashline near the microswitch boss. Such cracks can result in loss of the normal hydraulic system and may lead to a landing gear collapse. Main landing gear collapse is considered as potentially hazardous/ E:\FR\FM\24OCR1.SGM 24OCR1 Federal Register / Vol. 72, No. 205 / Wednesday, October 24, 2007 / Rules and Regulations catastrophic. This AD mandates additional inspections considered necessary to address the identified unsafe condition. Note: The cause of this cracking is not related to previous cracking of the radius rod cylinder addressed by BAE Systems SB 32– JA040945 (CAA AD G–2005–0010), however, the consequences of a failure are the same. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective November 28, 2007. On November 28, 2007, the Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD. ADDRESSES: You may examine the AD docket on the Internet at http:// www.regulations.gov or in person at Document Management Facility, 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: 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: 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 July 6, 2007 (72 FR 36914). That NPRM proposed to correct an unsafe condition for the specified products. The MCAI states: There has been a report of landing gear radius rods suffering cracks starting in the flashline near the microswitch boss. Such cracks can result in loss of the normal hydraulic system and may lead to a landing gear collapse. Main landing gear collapse is considered as potentially hazardous/ catastrophic. This AD mandates additional inspections considered necessary to address the identified unsafe condition. Note: The cause of this cracking is not related to previous cracking of the radius rod cylinder addressed by BAE Systems SB 32– JA040945 (CAA AD G–2005–0010), however, the consequences of a failure are the same. yshivers on PROD1PC62 with RULES Comments We gave the public the opportunity to participate in developing this AD. We considered the comment received. Comment Issue: Compliance Time APPH, the original equipment manufacturer of the main landing gear of the affected airplanes, expresses VerDate Aug<31>2005 15:22 Oct 23, 2007 Jkt 214001 concern over being able to supply the necessary parts for the mandatory replacement. APPH understands the FAA’s policy on aging commuter class aircraft, but states that all airplanes will have accumulated 8,000 total landings. Therefore, the proposed AD would require the replacement on all airplanes within 100 hours time-in-service (TIS) after the effective date of the AD. APPH recommends a compliance time of ‘‘at the next scheduled overhaul.’’ The FAA partially concurs. We understand the problem with supplying parts for all airplanes within 100 hours TIS. However, the airplanes may not have ‘‘scheduled overhauls,’’ since the overhaul program is a recommended overhaul program and not a mandatory overhaul program. The FAA has determined that changing the 100-hour TIS grace period to 12 months would eliminate the repetitive inspections and provide additional time for operators to acquire the needed parts. We are changing the mandatory replacement compliance time in the final rule AD action to read ‘‘upon reaching 8,000 total landings on the main landing gear radius rods or within the next 12 months after the effective date of this AD, whichever occurs later.’’ Conclusion We reviewed the available data, including the comment received, and determined that air safety and the public interest require adopting the AD with the changes described previously. We determined that these changes will not increase the economic burden on any operator or increase the scope of the AD. 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 FAA policies. Any such differences are highlighted in a note within the AD. Costs of Compliance We estimate that this AD will affect 190 products of U.S. registry. We also estimate that it will take about 14 workhours per product to comply with basic PO 00000 Frm 00003 Fmt 4700 Sfmt 4700 60229 requirements of this AD. The average labor rate is $80 per work-hour. Required parts will cost about $10,000 per product. Based on these figures, we estimate the cost of this AD to the U.S. operators to be $2,112,800 or $11,120 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 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 Management Facility 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 E:\FR\FM\24OCR1.SGM 24OCR1 60230 Federal Register / Vol. 72, No. 205 / Wednesday, October 24, 2007 / Rules and Regulations 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. 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: I PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: I Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new AD: I 2007–21–17 British Aerospace Regional Aircraft: Amendment 39–15235; Docket No. FAA–2007–28115; Directorate Identifier 2007–CE–045–AD. Effective Date (a) This airworthiness directive (AD) becomes effective November 28, 2007. Affected ADs (b) None. Applicability (c) This AD applies to HP.137 Jetstream Mk.1, Jetstream Series 200, Jetstream Series 3101, and Jetstream Model 3201 airplanes, all serial numbers, certificated in any category. (d) Air Transport Association of America (ATA) Code 32: Landing Gear. yshivers on PROD1PC62 with RULES Reason (e) The mandatory continuing airworthiness information (MCAI) states: There has been a report of landing gear radius rods suffering cracks starting in the flashline near the microswitch boss. Such cracks can result in loss of the normal hydraulic system and may lead to a landing gear collapse. Main landing gear collapse is considered as potentially hazardous/ catastrophic. This AD mandates additional inspections considered necessary to address the identified unsafe condition. Note: The cause of this cracking is not related to previous cracking of the radius rod cylinder addressed by BAE Systems SB 32– JA040945 (CAA AD G–2005–0010), however, the consequences of a failure are the same. Actions and Compliance (f) Unless already done, do the following actions: (1) Initially within the next 3 months after November 28, 2007 (the effective date of this AD) and repetitively thereafter at intervals not to exceed 12 months until the VerDate Aug<31>2005 15:22 Oct 23, 2007 Jkt 214001 replacement required by paragraph (f)(2) or (f)(3) of this AD is done, inspect the main landing gear radius rod forged cylinder flashline following the accomplishment instructions of British Aerospace Jetstream Series 3100 and 3200 Service Bulletin 32– JA060741, dated November 1, 2006. (2) If cracks are found during any inspection required by this AD, before further flight, replace the radius rod assembly with a serviceable unit. (i) If the radius rod assembly includes the parts described in paragraphs (f)(3)(i) and (f)(3)(ii) of this AD, then the repetitive inspections of this AD are no longer required. (ii) If the radius rod assembly does not include the parts described in paragraphs (f)(3)(i) and (f)(3)(ii) of this AD, then continue to repetitively inspect at intervals not to exceed 12 months until you comply with paragraph (f)(3) of this AD. (3) Upon reaching 8,000 total landings on the main landing gear radius rods or within the next 12 months November 28, 2007(the effective date of this AD), whichever occurs later, replace the radius rod assembly by installing one of the following part numbers (P/N). This terminates the repetitive inspection requirement of this AD: (i) P/N 1847/A to 1847/L with strike-off 12 or 13, or 1847/M or later; and (ii) P/N 1862/A to 1862/L with strike-off 12 or 13, or 1862/M or later. (4) For airplanes under 8,000 total landings on the main landing gear radius rods: Before further flight after the initial inspection required by paragraph (f)(1) of this AD, do not install a radius rod assembly that is not one of the parts specified in paragraphs (f)(3)(i) and (f)(3)(ii) of this AD on an affected airplane, unless it has been inspected in accordance with paragraph (f)(1) of this AD. (5) For those airplanes with parts listed in paragraph (f)(3) of this AD: Before further flight after installing the parts in paragraphs (f)(3)(i) and (f)(3)(ii) of this AD, do not install any radius rod assembly that does not incorporate the parts in paragraphs (f)(3)(i) and (f)(3)(ii) of this AD. Note 1: When a compliance time in this AD is presented in landings and you do not keep the total landings, you may multiply the total number of airplane hours time-in-service by 0.75 to calculate the number of landings for the purposes of doing the actions required by this AD. Note 2: Maintenance procedures for each radius rod overhaul are included in APPH Service Bulletin 1847–32–12 or 1862–32–12, both dated September 2006, as applicable. You may do such maintenance using the above referenced bulletins or through a fluorescent dye penetrant inspection of the cylinder counterbore as specified in APPH Component Maintenance Manual (CMM) 32– 10–16 at Revision 11 or higher. FAA AD Differences Note 3: This AD differs from the MCAI and/or service information as follows: (1) The MCAI and service bulletin allow the radius rod assembly to be repetitively inspected for the life of the airplane and the repetitive inspection requirement is terminated if improved design parts are PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 installed. Many of the affected airplanes are used in commuter operations (14 CFR part 135). The FAA’s policy on aging commuter class aircraft states that when a modification exists that could eliminate or reduce the number of required critical inspections, the modification should be incorporated. Therefore, the FAA is mandating the replacement of the radius rod assembly with improved design parts no later than reaching 8,000 total landings on the main landing gear radius rods or within the next 12 months after the effective date of this AD, whichever occurs later. (2) The MCAI includes a reference to APPH service bulletins as an option for maintenance overhaul procedures. Because we do not require general maintenance in our ADs, we added a note referencing these bulletins as an option to use for overhaul procedures. Other FAA AD Provisions (g) The following provisions also apply to this AD: (1) Alternative Methods of Compliance (AMOCs): The Manager, Standards Staff, 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 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 (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 European Aviation Safety Agency (EASA) AD No. 2007–0087, dated March 30, 2007; and BAE SYSTEMS Jetstream Series 3100 and 3200 Service Bulletin 32–JA060741, dated November 1, 2006; for related information. Material Incorporated by Reference (i) You must use BAE SYSTEMS Jetstream Series 3100 and 3200 Service Bulletin 32– JA060741, dated November 1, 2006 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. E:\FR\FM\24OCR1.SGM 24OCR1 Federal Register / Vol. 72, No. 205 / Wednesday, October 24, 2007 / Rules and Regulations (2) For service information identified in this AD, contact British Aerospace (Operations) Limited Trading at British Aerospace Regional Aircraft, Prestwick International Airport, Ayrshire KA9 2RW, Scotland. (3) You may review copies at the FAA, Central Region, Office of the Regional Counsel, 901 Locust, Room 506, Kansas City, Missouri 64106; or 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/ cfr/ibr-locations.html. Issued in Kansas City, Missouri, on October 10, 2007. David R. Showers, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. E7–20364 Filed 10–23–07; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2007–28923; Directorate Identifier 2007–NM–133–AD; Amendment 39–15242; AD 2007–22–06] RIN 2120–AA64 Airworthiness Directives; Fokker Model F.28 Mark 0070 and 0100 Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. AGENCY: 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: yshivers on PROD1PC62 with RULES SUMMARY: Over the years, several Fokker 100 (F28 Mark 0100) operators reported that a MLG (main landing gear) wheel fell off during regular operation of the aircraft. These incidents occurred due to a missing spacer, which had inadvertently not been installed during a previous wheel change. Omitting the installation of the wheel spacer allows the wheel to move sideways along the axle, which subsequently leads to bearing failure, followed by loss of the wheel. * * * This condition, if not corrected, * * * could conceivably result in loss of control of the aircraft during the take-off run, landing rollout or taxiing operations. * * * We are issuing this AD to require actions to correct the unsafe condition on these products. VerDate Aug<31>2005 15:22 Oct 23, 2007 Jkt 214001 This AD becomes effective November 28, 2007. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of November 28, 2007. ADDRESSES: You may examine the AD docket on the Internet at http:// dms.dot.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. DATES: FOR FURTHER INFORMATION CONTACT: 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. 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 August 16, 2007 (72 FR 45956). That NPRM proposed to correct an unsafe condition for the specified products. The MCAI states: Over the years, several Fokker 100 (F28 Mark 0100) operators reported that a MLG (main landing gear) wheel fell off during regular operation of the aircraft. These incidents occurred due to a missing spacer, which had inadvertently not been installed during a previous wheel change. Omitting the installation of the wheel spacer allows the wheel to move sideways along the axle, which subsequently leads to bearing failure, followed by loss of the wheel. Investigation by Fokker and Messier-Dowty has shown that two separate items, the spacer and the axle nut, can be replaced by a single axle-nut/ spacer assembly, to prevent the possibility of omitting the spacer. In 1995, Messier-Dowty issued Service Bulletin (SB) F100–32–72 to make sure that the operator does not assemble the axle nut without the spacer. Fokker subsequently issued SB F100–32–096 to notify Fokker 100 operators of the (optional) Messier-Dowty SB’s existence. At a later stage, Fokker revised the SB to the status of ‘‘recommended’’. In spite of all this attention to the spacer problem, wheel losses are still being reported due to missing wheel nut spacers. This condition, if not corrected, may lead to further wheel loss incidents, each of which could conceivably result in loss of control of the aircraft during the takeoff run, landing rollout or taxiing operations. Since a potentially unsafe condition has been identified that may exist or develop on aircraft of the same type design, this Airworthiness Directive requires the replacement of the axle-nut and spacer with an integrated axle-nut/spacer assembly. In addition, the Aircraft Maintenance Manual PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 60231 (AMM) and Illustrated Parts Catalogue (IPC) must be amended to prevent reversal to a separate axle-nut and spacer installation during a subsequent wheel change. 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 13 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. Required parts will cost about $3,750 per product. Where the service information lists required parts costs that are covered under warranty, we have assumed that there will be no charge for these parts. As we do not control warranty coverage for affected parties, some parties may incur costs higher than estimated here. Based on these figures, we estimate the cost of this AD to the U.S. operators to be $52,910, or $4,070 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. E:\FR\FM\24OCR1.SGM 24OCR1

Agencies

[Federal Register Volume 72, Number 205 (Wednesday, October 24, 2007)]
[Rules and Regulations]
[Pages 60228-60231]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-20364]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-28115 Directorate Identifier 2007-CE-045-AD; 
Amendment 39-15235; AD 2007-21-17]
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: 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) issued 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:

    There has been a report of landing gear radius rods suffering 
cracks starting in the flashline near the microswitch boss. Such 
cracks can result in loss of the normal hydraulic system and may 
lead to a landing gear collapse. Main landing gear collapse is 
considered as potentially hazardous/

[[Page 60229]]

catastrophic. This AD mandates additional inspections considered 
necessary to address the identified unsafe condition.

    Note: The cause of this cracking is not related to previous 
cracking of the radius rod cylinder addressed by BAE Systems SB 32-
JA040945 (CAA AD G-2005-0010), however, the consequences of a 
failure are the same.

We are issuing this AD to require actions to correct the unsafe 
condition on these products.

DATES: This AD becomes effective November 28, 2007.
    On November 28, 2007, the Director of the Federal Register approved 
the incorporation by reference of certain publications listed in this 
AD.

ADDRESSES: You may examine the AD docket on the Internet at http://
www.regulations.gov or in person at Document Management Facility, 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: 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: 

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 July 6, 2007 (72 FR 
36914). That NPRM proposed to correct an unsafe condition for the 
specified products. The MCAI states:

    There has been a report of landing gear radius rods suffering 
cracks starting in the flashline near the microswitch boss. Such 
cracks can result in loss of the normal hydraulic system and may 
lead to a landing gear collapse. Main landing gear collapse is 
considered as potentially hazardous/catastrophic. This AD mandates 
additional inspections considered necessary to address the 
identified unsafe condition.

    Note: The cause of this cracking is not related to previous 
cracking of the radius rod cylinder addressed by BAE Systems SB 32-
JA040945 (CAA AD G-2005-0010), however, the consequences of a 
failure are the same.

Comments

    We gave the public the opportunity to participate in developing 
this AD. We considered the comment received.

Comment Issue: Compliance Time

    APPH, the original equipment manufacturer of the main landing gear 
of the affected airplanes, expresses concern over being able to supply 
the necessary parts for the mandatory replacement. APPH understands the 
FAA's policy on aging commuter class aircraft, but states that all 
airplanes will have accumulated 8,000 total landings. Therefore, the 
proposed AD would require the replacement on all airplanes within 100 
hours time-in-service (TIS) after the effective date of the AD. APPH 
recommends a compliance time of ``at the next scheduled overhaul.''
    The FAA partially concurs. We understand the problem with supplying 
parts for all airplanes within 100 hours TIS. However, the airplanes 
may not have ``scheduled overhauls,'' since the overhaul program is a 
recommended overhaul program and not a mandatory overhaul program. The 
FAA has determined that changing the 100-hour TIS grace period to 12 
months would eliminate the repetitive inspections and provide 
additional time for operators to acquire the needed parts.
    We are changing the mandatory replacement compliance time in the 
final rule AD action to read ``upon reaching 8,000 total landings on 
the main landing gear radius rods or within the next 12 months after 
the effective date of this AD, whichever occurs later.''

Conclusion

    We reviewed the available data, including the comment received, and 
determined that air safety and the public interest require adopting the 
AD with the changes described previously. We determined that these 
changes will not increase the economic burden on any operator or 
increase the scope of the AD.

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 FAA policies. Any such differences are 
highlighted in a note within the AD.

 Costs of Compliance

    We estimate that this AD will affect 190 products of U.S. registry. 
We also estimate that it will take about 14 work-hours per product to 
comply with basic requirements of this AD. The average labor rate is 
$80 per work-hour. Required parts will cost about $10,000 per product.
    Based on these figures, we estimate the cost of this AD to the U.S. 
operators to be $2,112,800 or $11,120 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 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 Management Facility 
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

[[Page 60230]]

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.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The FAA amends Sec.  39.13 by adding the following new AD:

2007-21-17 British Aerospace Regional Aircraft: Amendment 39-15235; 
Docket No. FAA-2007-28115; Directorate Identifier 2007-CE-045-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective November 
28, 2007.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to HP.137 Jetstream Mk.1, Jetstream Series 
200, Jetstream Series 3101, and Jetstream Model 3201 airplanes, all 
serial numbers, certificated in any category.
    (d) Air Transport Association of America (ATA) Code 32: Landing 
Gear.

Reason

    (e) The mandatory continuing airworthiness information (MCAI) 
states:
    There has been a report of landing gear radius rods suffering 
cracks starting in the flashline near the microswitch boss. Such 
cracks can result in loss of the normal hydraulic system and may 
lead to a landing gear collapse. Main landing gear collapse is 
considered as potentially hazardous/catastrophic. This AD mandates 
additional inspections considered necessary to address the 
identified unsafe condition.

    Note: The cause of this cracking is not related to previous 
cracking of the radius rod cylinder addressed by BAE Systems SB 32-
JA040945 (CAA AD G-2005-0010), however, the consequences of a 
failure are the same.

Actions and Compliance

    (f) Unless already done, do the following actions:
    (1) Initially within the next 3 months after November 28, 2007 
(the effective date of this AD) and repetitively thereafter at 
intervals not to exceed 12 months until the replacement required by 
paragraph (f)(2) or (f)(3) of this AD is done, inspect the main 
landing gear radius rod forged cylinder flashline following the 
accomplishment instructions of British Aerospace Jetstream Series 
3100 and 3200 Service Bulletin 32-JA060741, dated November 1, 2006.
    (2) If cracks are found during any inspection required by this 
AD, before further flight, replace the radius rod assembly with a 
serviceable unit.
    (i) If the radius rod assembly includes the parts described in 
paragraphs (f)(3)(i) and (f)(3)(ii) of this AD, then the repetitive 
inspections of this AD are no longer required.
    (ii) If the radius rod assembly does not include the parts 
described in paragraphs (f)(3)(i) and (f)(3)(ii) of this AD, then 
continue to repetitively inspect at intervals not to exceed 12 
months until you comply with paragraph (f)(3) of this AD.
    (3) Upon reaching 8,000 total landings on the main landing gear 
radius rods or within the next 12 months November 28, 2007(the 
effective date of this AD), whichever occurs later, replace the 
radius rod assembly by installing one of the following part numbers 
(P/N). This terminates the repetitive inspection requirement of this 
AD:
    (i) P/N 1847/A to 1847/L with strike-off 12 or 13, or 1847/M or 
later; and
    (ii) P/N 1862/A to 1862/L with strike-off 12 or 13, or 1862/M or 
later.
    (4) For airplanes under 8,000 total landings on the main landing 
gear radius rods: Before further flight after the initial inspection 
required by paragraph (f)(1) of this AD, do not install a radius rod 
assembly that is not one of the parts specified in paragraphs 
(f)(3)(i) and (f)(3)(ii) of this AD on an affected airplane, unless 
it has been inspected in accordance with paragraph (f)(1) of this 
AD.
    (5) For those airplanes with parts listed in paragraph (f)(3) of 
this AD: Before further flight after installing the parts in 
paragraphs (f)(3)(i) and (f)(3)(ii) of this AD, do not install any 
radius rod assembly that does not incorporate the parts in 
paragraphs (f)(3)(i) and (f)(3)(ii) of this AD.

    Note 1: When a compliance time in this AD is presented in 
landings and you do not keep the total landings, you may multiply 
the total number of airplane hours time-in-service by 0.75 to 
calculate the number of landings for the purposes of doing the 
actions required by this AD.


    Note 2: Maintenance procedures for each radius rod overhaul are 
included in APPH Service Bulletin 1847-32-12 or 1862-32-12, both 
dated September 2006, as applicable. You may do such maintenance 
using the above referenced bulletins or through a fluorescent dye 
penetrant inspection of the cylinder counterbore as specified in 
APPH Component Maintenance Manual (CMM) 32-10-16 at Revision 11 or 
higher.

FAA AD Differences

    Note 3: This AD differs from the MCAI and/or service information 
as follows:
    (1) The MCAI and service bulletin allow the radius rod assembly 
to be repetitively inspected for the life of the airplane and the 
repetitive inspection requirement is terminated if improved design 
parts are installed. Many of the affected airplanes are used in 
commuter operations (14 CFR part 135). The FAA's policy on aging 
commuter class aircraft states that when a modification exists that 
could eliminate or reduce the number of required critical 
inspections, the modification should be incorporated. Therefore, the 
FAA is mandating the replacement of the radius rod assembly with 
improved design parts no later than reaching 8,000 total landings on 
the main landing gear radius rods or within the next 12 months after 
the effective date of this AD, whichever occurs later.

    (2) The MCAI includes a reference to APPH service bulletins as 
an option for maintenance overhaul procedures. Because we do not 
require general maintenance in our ADs, we added a note referencing 
these bulletins as an option to use for overhaul procedures.

Other FAA AD Provisions

    (g) The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
Standards Staff, 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 European Aviation Safety Agency (EASA) AD No. 2007-
0087, dated March 30, 2007; and BAE SYSTEMS Jetstream Series 3100 
and 3200 Service Bulletin 32-JA060741, dated November 1, 2006; for 
related information.

Material Incorporated by Reference

    (i) You must use BAE SYSTEMS Jetstream Series 3100 and 3200 
Service Bulletin 32-JA060741, dated November 1, 2006 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.

[[Page 60231]]

    (2) For service information identified in this AD, contact 
British Aerospace (Operations) Limited Trading at British Aerospace 
Regional Aircraft, Prestwick International Airport, Ayrshire KA9 
2RW, Scotland.
    (3) You may review copies at the FAA, Central Region, Office of 
the Regional Counsel, 901 Locust, Room 506, Kansas City, Missouri 
64106; or 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/cfr/ibr-locations.html.

    Issued in Kansas City, Missouri, on October 10, 2007.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E7-20364 Filed 10-23-07; 8:45 am]
BILLING CODE 4910-13-P