[Federal Register Volume 60, Number 19 (Monday, January 30, 1995)]
[Rules and Regulations]
[Pages 5564-5566]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-1845]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 94-NM-248-AD; Amendment 39-9125; AD 95-01-51]
Airworthiness Directives; Airbus Model A300, A300-600, A310,
A330, and A340 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This document publishes in the Federal Register an amendment
adopting Airworthiness Directive (AD) T95-01-51 that was sent
previously to all known U.S. owners and operators of Airbus Model A300,
A300-600, A310, A330, and A340 series airplanes by individual
telegrams. This AD requires an inspection of the sliding side windows
in the cockpit to identify the part number of the windows. For
airplanes on which a certain suspect window is installed, this AD
requires either deactivation of the sliding window defogging system; or
installation of thermo-sensitive indicators, daily inspections of those
indicators, and deactivation of the defogging system, if necessary; or
replacement of the window with a serviceable window. This amendment is
prompted by reports of fracture of the sliding side window in the
cockpit, due to thermal stress created by overheating of the wires of
the heating element in a localized area. The actions specified by this
AD are intended to prevent such fractures, which could lead to rupture
of a cockpit sliding window and subsequent rapid decompression of the
fuselage.
DATES: Effective February 14, 1995, to all persons except those persons
to whom it was made immediately effective by telegraphic AD T95-01-51,
issued December 29, 1994, which contained the requirements of this
amendment.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of February 14, 1995.
Comments for inclusion in the Rules Docket must be received on or
before March 31, 1995.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 94-NM-248-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056.
The applicable service information may be obtained from Airbus
Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France.
This information may be examined at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the
Office of the Federal Register, 800 North Capitol Street, NW., suite
700, Washington, DC.
FOR FURTHER INFORMATION CONTACT: Stephen Slotte, Aerospace Engineer,
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206)
227-2797; fax (206) 227-1320.
SUPPLEMENTARY INFORMATION: On December 29, 1994, the FAA issued
telegraphic AD T95-01-51, applicable to all Airbus Model A300, A300-
600, [[Page 5565]] A310, A330, and A340 series airplanes, which
requires an inspection of the sliding side windows in the cockpit to
identify the part number of the windows. For airplanes on which a
certain suspect window is installed, this AD also requires either
deactivation of the sliding window defogging system; or installation of
thermo-sensitive indicators, daily inspections of those indicators, and
deactivation of the defogging system, if necessary; or replacement of
the window with a serviceable window.
That action was prompted by a report indicating that, during
approach for landing, the left-hand sliding side cockpit window
installed on a Model A300 B4-200 series airplane fractured.
Subsequently, a similar incident occurred during climb on a Model A300-
600 series airplane. These windows, which were manufactured by PPG
Industries, are installed on Model A300, A300-600, A310, A330, and A340
series airplanes. When these incidents occurred, the windows installed
on the Model A300 B4-200 airplane had accumulated 688 hours time-in-
service and 621 flight cycles; the windows installed on the Model A300-
600 airplane had accumulated 460 hours time-in-service and 232 flight
cycles. Subsequent investigation revealed that, in both cases, the two
structural plies of the windows were fractured. However, the outer,
non-structural, glass ply of the window was not affected.
Results of a failure analysis of these incidents indicated that the
fractures of both structural plies occurred due to thermal stress
created by overheating of the wires of the heating element in a
localized area. This condition, if not corrected, could result in
rupture of a cockpit sliding window and subsequent rapid decompression
of the fuselage.
Airbus has issued All Operators Telex (AOT) 30-01, dated December
22, 1994, which describes procedures for an inspection of the left- and
right-hand sliding side windows in the cockpit to identify the part
number of the windows. For airplanes equipped with certain suspect
windows manufactured by PPG Industries, the AOT also describes
procedures for deactivation of the associated window defogging system;
installation of thermo-sensitive indicators, daily inspections of those
indicators, and deactivation of the window defogging system, if
necessary; and replacement of the sliding windows with serviceable
windows.
The Direction Generale de l'Aviation Civile (DGAC), which is the
airworthiness authority for France, classified the Airbus AOT as
mandatory and issued three telegraphic French airworthiness directives
in order to assure the continued airworthiness of these airplanes in
France. The French airworthiness directives are identified as follows:
94-283-006(B) (for Model A330 series airplanes);
94-284-014(B) (for Model A340 series airplanes); and
94-285-173(B) (for Model A300, A310, and A300-600 series airplanes).
All of these AOT's are dated December 28, 1994.
This airplane model is manufactured in France and is type
certificated for operation in the United States under the provisions of
Sec. 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and the
applicable bilateral airworthiness agreement. Pursuant to this
bilateral airworthiness agreement, the DGAC has kept the FAA informed
of the situation described above. The FAA has examined the findings of
the DGAC, reviewed all available information, and determined that AD
action is necessary for products of this type design that are
certificated for operation in the United States.
Since the unsafe condition described is likely to exist or develop
on other airplanes of the same type design registered in the United
States, the FAA issued Telegraphic AD T95-01-51 to prevent rupture of a
cockpit sliding window and subsequent rapid decompression of the
fuselage. The AD requires an inspection of the left- and right-hand
sliding side windows in the cockpit to identify the part number of the
windows. If a suspect window is installed, this AD requires
accomplishment of one of the following actions:
1. Deactivation of the sliding window defogging system; or
2. Installation of thermo-sensitive indicators, daily inspections
of those indicators, and deactivation of the defogging system, if
necessary; or
3. Replacement of the window with a serviceable window. The actions
are required to be accomplished in accordance with the AOT previously
described.
This is considered to be interim action until final action is
identified, at which time the FAA may consider further rulemaking.
Since it was found that immediate corrective action was required,
notice and opportunity for prior public comment thereon were
impracticable and contrary to the public interest, and good cause
existed to make the AD effective immediately by individual telegrams
issued on December 29, 1994, to all known U.S. owners and operators of
Airbus Model A300, A300-600, A310, A330, and A340 series airplanes.
These conditions still exist, and the AD is hereby published in the
Federal Register as an amendment to Sec. 39.13 of the Federal Aviation
Regulations (14 CFR 39.13) to make it effective as to all persons.
Comments Invited
Although this action is in the form of a final rule that involves
requirements affecting flight safety and, thus, was not preceded by
notice and an opportunity for public comment, comments are invited on
this rule. Interested persons are invited to comment on this rule by
submitting such written data, views, or arguments as they may desire.
Communications shall identify the Rules Docket number and be submitted
in triplicate to the address specified under the caption ADDRESSES. All
communications received on or before the closing date for comments will
be considered, and this rule may be amended in light of the comments
received. Factual information that supports the commenter's ideas and
suggestions is extremely helpful in evaluating the effectiveness of the
AD action and determining whether additional rulemaking action would be
needed.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the rule that might
suggest a need to modify the rule. All comments submitted will be
available, both before and after the closing date for comments, in the
Rules Docket for examination by interested persons. A report that
summarizes each FAA-public contact concerned with the substance of this
AD will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this rule must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 94-NM-248-AD.'' The postcard will be date stamped and
returned to the commenter.
The regulations adopted herein will not have substantial direct
effects 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. Therefore, in
accordance with Executive Order 12612, it is determined that this final
rule does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
The FAA has determined that this regulation is an emergency
regulation [[Page 5566]] that must be issued immediately to correct an
unsafe condition in aircraft, and that it is not a ``significant
regulatory action'' under Executive Order 12866. It has been determined
further that this action involves an emergency regulation under DOT
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979). If
it is determined that this emergency regulation otherwise would be
significant under DOT Regulatory Policies and Procedures, a final
regulatory evaluation will be prepared and placed in the Rules Docket.
A copy of it, if filed, may be obtained from the Rules Docket at the
location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (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. App. 1354(a), 1421 and 1423; 49 U.S.C.
106(g); and 14 CFR 11.89.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
95-01-51 Airbus Industrie: Amendment 39-9125. Docket 94-NM-248-AD.
Applicability: All Model A300, A300-600, A310, A330, and A340
series airplanes, certificated in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must use the authority
provided in paragraph (d) to request approval from the FAA. This
approval may address either no action, if the current configuration
eliminates the unsafe condition; or different actions necessary to
address the unsafe condition described in this AD. Such a request
should include an assessment of the effect of the changed
configuration on the unsafe condition addressed by this AD. In no
case does the presence of any modification, alteration, or repair
remove any airplane from the applicability of this AD.
Compliance: Required as indicated, unless accomplished
previously.
To prevent rupture of a cockpit sliding window and subsequent
rapid decompression of the fuselage, accomplish the following:
(a) Within 7 days after the effective date of this AD, perform
an inspection of the left- and right-hand sliding side windows in
the cockpit to identify the part number (P/N) of those windows, in
accordance with paragraph 4.1 of Airbus All Operators Telex (AOT)
30-01, dated December 22, 1994.
(b) If no window manufactured by PPG Industries having P/N
NP175202-1 (left- hand side) or NP175202-2 (right-hand side) is
installed, no further action is required by this AD.
(c) If any window manufactured by PPG Industries having P/N
NP175202-1 (left-hand side) or NP175202-2 (right-hand side) is
installed, prior to further flight, accomplish either paragraph
(c)(1), (c)(2), or (c)(3) of this AD in accordance with Airbus AOT
30-01, dated December 22, 1994.
(1) Deactivate the associated sliding window defogging system in
accordance with the procedures specified in paragraph 4.2.2 of the
AOT. The defogging system may remain deactivated until the window is
replaced in accordance with paragraph (c)(3) of this AD. Or
Note 2: This AD may permit the defogging system to be
deactivated for a longer time than is specified in the Master
Minimum Equipment List (MMEL). In any case, the provisions of this
AD prevail.
(2) Install thermo-sensitive indicators in two areas of the
sliding side window (left- and right-hand sides) in accordance with
the procedures specified in paragraph 4.3 of the AOT. Thereafter,
perform a daily inspection of the indicators to determine if the 60-
degree segment of any indicator turns from light grey to black, in
accordance with the procedures specified in paragraph 4.3 of the
AOT. If any indicator turns black, prior to further flight,
deactivate the associated sliding window defogging system in
accordance with paragraph (c)(1) of this AD. Or
(3) Replace the PPG Industries window with a serviceable window
manufactured by PPG Industries or by SPS, in accordance with the
procedures specified in paragraph 5.1 of the AOT. After such
replacement, no further action is required by this AD.
(d) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Standardization Branch, ANM-113,
FAA, Transport Airplane Directorate. Operators shall submit their
requests through an appropriate FAA Principal Maintenance Inspector,
who may add comments and then send it to the Manager,
Standardization Branch, ANM-113.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Standardization Branch, ANM-113.
(e) Special flight permits may be issued in accordance with
Secs. 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR
21.197 and 21.199) to operate the airplane to a location where the
requirements of this AD can be accomplished.
(f) The actions shall be done in accordance with Airbus All
Operators Telex 30-01, dated December 22, 1994. This incorporation
by reference was approved by the Director of the Federal Register in
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be
obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707
Blagnac Cedex, France. Copies may be inspected at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or
at the Office of the Federal Register, 800 North Capitol Street,
NW., suite 700, Washington, DC.
(g) This amendment becomes effective on February 14, 1995 to all
persons except those persons to whom it was made immediately
effective by telegraphic AD T95-01-51, issued December 29, 1994,
which contained the requirements of this amendment.
Issued in Renton, Washington, on January 19, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 95-1845 Filed 1-27-95; 8:45 am]
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