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RITISH AEROSPAC
ETSTREAM SERIES 3100 & 3200
SERVICE BULLETIN
BAE SYSTEMS (OPERATIONS) LIMITED,
PRESTWICK INTERNATIONAL AIRPORT, AYRSHIRE, KA9 2RW, SCOTLAND.
32-JA960142 TITLE: LANDING GEAR - MAIN GEAR - TO INTRODUCE REPEAT INSPECTION OF PINTLE
TO CYLINDER INTERFACE FOR CRACKS
1. PLANNING INFORMATION A. Effectivity HP137 Mk1, Jetstream Series 200, Jetstream Series 3100 and Jetstream Series 3200 Aircraft, with the following main Landing gear types installed:- Left Main Landing Gear Types: 1863, 1863/4A, 1863/4B, 1863/4C, B00A702850A, BOOA702925A, B01A702925A, B00A703065A, B01A703065A and B00A703030A.
Right Main Landing Gear Types: 1864, 1864/4A, 1864/4B, 1864/4C, B00A702851A, B0OA702926A, B01A702926A, B00A703066A, B01A703066A and B00A703031A.
B. Reason Cracks have been reported in the Main Landing Gear on in-service aircraft. The cracks occur in the region of the pintle to cylinder interface, at the forward inboard location.
This Service Bulletin (SB), at revision 5, supersedes Mandatory Alert SB 32-A- JA941245 revision 3 (Title: Landing Gear - Main Gear - Inspect Pintle to Cylinder Interface for Cracks) issued on MAR 15/96 and mandatory SB 32-JA930343 revision 3 (Title: Landing Gear - Main Gear - Inspect Pintle to Cylinder Interface for Cracks) issued on MAR 15/96.
Both of these SBs gave details of NDT inspections to be accomplished within a given period of accumulated landings.
The requirements of mandatory SB 32-JA930343 and mandatory alert SB 32-A- JA941245 are now incorporated into revision 5 of this SB. Inspections carried out in accordance with (i.a.w.) the above superseded SBs 32-A-JA941245 and 32-JA930343 at revision 3 may be considered as compliant with the requirements of this SB 32- C. Description This SB affects the left and right main landing gear.
The tasks are as follows:-
- Gain access to the pintle to cylinder interface at both left and right main landing gear.
ORIGINAL ISSUE: MAR 15/96 32-JA960142 REVISION 5: DEC 13/19 PAGE 1 OF 16
BRITISH AEROSPAC
JETSTREAM SERiES 3100 & 3200
SERVICE BULLETIN
- Remove paint and clean the surface at the suspect area.
- Do an NDT inspection of the suspect area for cracks (refer to Héroux Devtek SB No.32-56 revision 4 or Appendix 2).
- Re-protect the affected area.
D. Manpower Initial Inspection 3 man-hours per leg.
Repeat Inspection 1 man-hour per leg.
Mechanical and NDT skills are necessary.
E. Material - Cost and Availability Refer to Héroux Devtek SB No.32-56 revision 4.
F. Tooling - Price and Availability Special tools are required for the NDT inspection; refer to Appendix 1 of this SB.
Refer to Héroux Devtek SB No.32-56 revision 4.
G. Weight and Balance None.
H. Aircraft Noise Levels Aircraft noise is not affected.
Electrical Load Data Not affected.
Software Accomplishment Summary Not applicable.
K. References
- Aircraft Maintenance Manual, Chapter 32.
- Component Maintenance Manual, Chapter 32.
- Structural Repair Manual.
- Non-Destructive Inspection Manual.
- Héroux Devtek SB No.32-56 revision 4.
L. Publications Affected No Jetstream Series 3100 and Series 3200 Aircraft Manuals are affected:
Operators of HP137 Mk1 and Jetstream Series 200 aircraft are advised that the contents of this SB can be used with current manuals.
M. Family Tree of Modification Relationships Not applicable.
32-JA960142 ORIGINAL ISSUE: MAR 15/96 PAGE 2 REVISION 5: DEC 13/19
BRITISH AEROSPACE
JETSTREAM SERIES 3100 & 3200
SERVICE BULLETIN N. Approval For aircraft with landing gears that have been inspected i.a.w. SB 32-A-JA941245 up to revision 3:- Crack Inspection Period If no cracks were found and the landing gear has accumulated 1050 landings, or more, from the initial inspection.
Repeat Inspection Period Inspect i.a.w. this SB within 150 landings from receipt of this SB. Repeat the inspection within every 900 landings period thereafter.
If no cracks were found and the landing gear has NOT accumulated 1050 landings from the initial inspection.
If cracks were found, the landing gear was replaced and the landing gear has accumulated 7850 landings, or more, from replacement.
Inspect i.a.w. this SB within 1200 landings from the initial inspection.
Repeat the inspection within every 900 landings period thereafter.
Inspect i.a.w. this SB within 150 landings from receipt of this SB. Repeat the inspection within every 900 landings period thereafter.
If cracks were found, the landing gear was replaced and the landing gear has NOT accumulated 7850 landings from replacement.
Inspect i.a.w. this SB within 8000 landings from replacement. Repeat the inspection within every 900 landings period thereafter.
For aircraft that have not accomplished the repeat inspection i.a.w. SB 32-JA960142 at Revision 4 or earlier the following compliance period applies. For aircraft that have accomplished the initial or repeat inspection i.a.w. SB 32-A-JA94125 up to revision 3 more than 600 landings previously, the compliance period is 300 landings from publication of Revision 5 of SB 32-JA960142, but not to exceed 1200 landings from last inspection.
For aircraft with landing gears that have NOT been inspected i.a.w.
Alert SB 32-A-JA941245 up to revision 3:- Crack Inspection Repeat Inspection Period If the landing gear has accumulated Inspect i.a.w. this SB within 150 landings 7850 landings, or more. from receipt of this SB. Repeat the inspection within every 900 landings period thereafter.
If the landing gear has accumulated less Inspect i.a.w. this SB before 8000 than 7850 landings. landings. Repeat the inspection within every 900 landings period thereafter.
ORIGINAL ISSUE: MAR 15/96 32-JA960142 REVISION 5: DEC 13/19 PAGE 3
IRITISH AEROSPAC
JETSTREAM SERiES 3100 & 3200
SERVICE BULLETIN For ALL aircraft, following initial or repeat inspection i.a.w. this SB:- Crack Inspection If no cracks are detected, repeat the inspection within every 900 landings period thereafter.
For aircraft that have accomplished the initial or repeat inspection i.a.w. this SB more than 600 landings previously, the compliance period is 300 landings from publication of Revision 5 of SB 32-JA960142, but not to exceed 1200 landings from last inspection.
If the inspection detects a crack, DO NOT FLY THE AIRCRAFT until the affected landing gear is replaced.
The technical content of this SB 32-JA960142 at Revision 2 is currently mandated by EASA Airworthiness Directive 2017-0053. This SB 32-JA960142 at revision 5 is the subject of EASA Airworthiness Directive consultation that may result in AD supersedure or revison.
The technical content of this document is approved under the authority of DOA Ref. EASA.21J.047.
32-JA960142 ORIGINAL ISSUE: MAR 15/96 PAGE 4 REVISION 5: DEC 13/19
BRITISH AEROSPACE
JETSTREAM SERIES 3100 & 3200
SERVICE BULLETIN
2. ACCOMPLISHMENT INSTRUCTIONS WARNING: MAKE SURE THE AIRCRAFT AND THE AIRCRAFT SYSTEMS ARE MADE
SAFE AS DETAILED IN THE APPLICABLE CHAPTERS OF THE AIRCRAFT MAINTENANCE MANUAL.
NOTE: In order for Jetstream aircraft to make a full assessment of this problem, it is important that operators report ALL results, including cases where no cracks are found. Please use a copy of the Operator Report Form given at Appendix 2 of this SB and report to BAE SYSTEMS, (Operations) Limited, Repair Design Office, Building 37, Prestwick International Airport, Ayrshire, KA9 2RW, SCOTLAND.
Tel No. +44 (0) 1292 67 5276.
Email. raengliaison@baesystems.com.
NOTE: Abbreviations used in the accomplishment instructions of this SB are:-
i.a.w. - in accordance with mW/cm? - milliwatts per square centimetre NDI - Non-Destructive Inspection NDT - Non-Destructive Testing SB - Service Bulletin A. Preparation
(1) Gain access to the area at the intersection of the pintle and cylinder at the forward inboard location.
(2) Refer to Figure 1 and remove the paint from the affected area.
(3) Clean the affected area thoroughly.
B. Accomplishment
(1) Refer to Figure 1. Do an eddy current NDT inspection of the affected area i.a.w.
Héroux Devtek SB No.32-56 revision 4. If an operator does not have access to eddy current equipment, it is permissible to do an alternative NDT inspection, with fluorescent penetrant dye, as given at Appendix 1 of this SB.
NOTE: Use of the alternative dye penetrant inspection (refer to Appendix 1) may result in the detection of cracks at a later, more advanced stage.
If the inspection indicates no cracks, reprotect the stripped area i.a.w.
Component Maintenance Manual 32-10-1, 32-10-02 and 32-10-03. Refer to repair number 1 and repair number 3 if anodic finish is removed or damaged.
Refer to repair number 3 only, if anodic finish is intact.
(3) Operators may use the following materials as alternatives to those specified in the above repair number 3:-
- Epoxy Primer • DMS 2144
- Top Coat DMS 2143
- Colour Code DN 3635 ORIGINAL ISSUE: MAR 15/96 32-JA960142 REVISION 5: DEC 13/19 PAGE 5
BRITISH AEROSPACE
JETSTREAM SERiES 3100 & 3200
SERVICE BULLETIN NOTE 1: Temporary reprotection, using Lanolin (MIL-C-16173 Grade 4), may be applied until full surface protection can be returned at next scheduled maintenance.
Tectyl 502 or Tectyl 506G may be used as an alternative to Lanolin - see Note 3 for application and use.
NOTE 2: If Tectyl 502 (brush application) is used, a single coat is to be applied.
If Tectyl 506G (spray application) is used, a first coat is to be applied and allowed to dry then a second coat is to be applied.
NOTE 3: To avoid repeated paint stripping, high utilization operators may apply the Tectyl (not Lanolin) reprotection on a long term basis provided the protection compound is inspected at every Service Check and reapplied as necessary to make sure the unpainted area of the cylinder is completely covered at all times.
(4) If the inspection indicates a crack:-
(a) DO NOT FLY THE AIRCRAFT until the affected landing gear is replaced.
Advise BAE SYSTEMS of the crack and complete the Operator Report Form given at Appendix 2 of this SB.
(5) Aircraft records
(a) Add SB No.32-JA960142 to the aircraft records.
(b) Note the requirement for repeat inspections as applicable.
MATERIAL INFORMATION Refer to Héroux Devtek SB No.32-56 revision 4.
32-JA960142 ORIGINAL ISSUE: MAR 15/96 PAGE 6 REVISION 5: DEC 13/19
RITISH AEROSPAC
JETSTREAM SERIES 3100 & 3200
SERVICE BULLETIN
4. CONTINUED AIRWORTHINESS A. Continued Airworthiness Instructions
(1) There are no continued airworthiness instructions applicable to this SB.
B. Scheduled Maintenance
(1) None.
C. Removal Procedures
(1) None.
D. Installation Procedures
(1) None.
E. Test Procedures
(1) None.
F. Troubleshooting
(1) None.
ORIGINAL ISSUE: MAR 15/96 32-JA960142 REVISION 5: DEC 13/19 PAGE 7
TE FSTREAM ERIES 2100 & 320
SERVICE BULLETIN
BLANK PAGE 32-JA960142 ORIGINAL ISSUE: MAR 15/96 PAGE 8 REVISION 5: DEC 13/19
IRITISH AEROSPAC
JETSTREAM SERiES 3100 & 3200
SERVICE BULLETIN
7.48in (190mm) C/L
1.18in (30mm)
1.18in (30mm) TYPICAL
SCAN AREA
1.57in (40mm)
1.57in (40mm) FO33554A FIGURE 1 ORIGINAL ISSUE: MAR 15/96 32-JA960142 REVISION 5: DEC 13/19 PAGE 9
JETSTREAM ERIES 2100 & 320
SERVICE BULLETIN
BLANK PAGE 32-JA960142 ORIGINAL ISSUE: MAR 15/96 PAGE 10 REVISION 5: DEC 13/19
RITISH AEROSPAC
JETSTREAM SERIES 7100 & 7200
SERVICE BULLETIN APPENDIX 1
FLUORESCENT PENETRANT INSPECTION PROCEDURE A. Component or area to be inspected
(1) Non-porous light metal alloy components and structure.
B. Description of possible damage Surface breaking material discontinuities, such as fatigue cracks or corrosion fissures.
C. Related documents
(1) J31/32 Non-destructive Inspection Manual (NDI) PART 2, 20-00-00, Penetrant, General.
(2) The liquid penetrant manufacturer's product information.
D. Equipment and materials
(1) Any high sensitivity, fluorescent, liquid penetrant system, (Type 1 Level 3) which satisfies the requirements of this procedure may be used. The following penetrant system, dispensed from aerosol cans was used during the development of this procedure and found to be acceptable.
(a) Penetrant Fluorescent: Magnaflux ZL-27A
(0) Penetrant Pre-Cleaner: Magnaflux SKC-S (C) Penetrant Developer: Magnaflux SKD-S2
(a) Ultra-violet (black light) source capable of producing a minimum 1000 mW/cm? at the work surface.
(e) Brushes, clean clothes and visual aids, as required.
(†) Darkened viewing area maximum 10 Lux ambient light.
E. Preparation for inspection
(1) Aircraft:-
(a) As detailed in the relevant SB or other instructions actioning this procedure.
(2) Component:-
(a) Make sure non-metallic surface finishes, e.g. paint, have been removed from the inspection area.
NOTE 1: Non-metallic surface finishes must not be removed by abrasion or by surface blasting. Surface blasting or abrasion removal methods may impede the penetrants ability to enter into any surface breaking discontinuities.
ORIGINAL ISSUE: MAR 15/96 32-JA960142 REVISION 5: DEC 13/19 PAGE 11
BRITISH AEROSPACE
JETSTREAM SERiES 3100 & 3200
SERVICE BULLETIN NOTE 2: If the penetrant procedure is used to make sure the effective removal of corrosion, the effected area must be polished to a mirror like finish.
(b) Make sure area to be inspected is degreased and clean.
(c) Make sure the surfaces surrounding the area to be inspected are isolated (masked off), to avoid any possible penetrant contamination.
F. Inspection procedure NOTE 3: If an alternative penetrant system is used, then reference must be made to the relevant manufacture's inspection procedure.
(1) Using the pre-cleaner (Magnaflux SKC-S) degrease the area to be inspected.
(2) Spray or brush penetrant (Magnaflux ZL-27A) on to inspection area, contact time 30 to 60 minutes.
(3) Remove excess penetrant with clean cloth.
(4) View surface under ultra-violet light to make sure removal of excess penetrant.
(5) If necessary complete the removal using a clean cloth lightly moistened with precleaner.
(6) Apply a thin even coating of developer (Magnaflux SKD-S2).
(7) Examine inspection area under ultra-violet light immediately after application of developer, again after 15 minutes and finally after 30 minutes.
(8) Thoroughly clean inspection area.
(9) Clean and restore surface protection.
G. Acceptance criteria
(1) Any indications that cannot be attributed to excess penetrant are to be considered discontinuities.
H. Reporting, repair/rectification
(1) All discontinuity indications are to be recorded in the appropriate aircraft documentation and the appropriate approved repair action/rectification action taken.
(2) Report all crack/discontinuities on Operator Report Form.
(3) Also include:-
(a) Aircraft constructor's number.
(b) Aircraft registration.
(c) Flying hours/landings.
(a) Component/Part serial number.
(e) Position, direction and length of crack/defect or discontinuity.
(†) SB number.
(g) Left or right wing.
32-JA960142 ORIGINAL ISSUE: MAR 15/96 PAGE 12 REVISION 5: DEC 13/19