21230 Federal Register / Vol. 78, No. 69 / Wednesday, April 10, 2013 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1105; Directorate 

Identifier 2012–NM–137–AD; Amendment 

39–17406; AD 2013–07–02] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Airbus Model A318, A319, and A320 

series airplanes. This AD was prompted 

by fuel system reviews conducted by the 

manufacturer, which revealed that 

certain fuel pumps under certain 

conditions can create an ignition source 

in the fuel tank. This AD requires 

modification of the center tank fuel 

pump control circuit by installation of 

ground fault interrupters (GFIs). This 

AD would also require either 

replacement of the GFI or deactivation 

of the associated fuel pump following 

failure of any post-modification 

operational test of the GFI. We are 

issuing this AD to prevent the potential 

of ignition sources inside fuel tanks, 

which, in combination with flammable 

fuel vapors, could result in fuel tank 

explosions and consequent loss of the 

airplane. 

DATES: This AD becomes effective May 

15, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 15, 2013. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.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. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone 

425–227–1405; 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 October 23, 2012 (77 FR 

64765). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The Mandatory Continuing 

Airworthiness Information (MCAI) 

states: 

* * * The FAA published Special Federal 

Aviation Regulation (SFAR) 88, and the Joint 

Aviation Authorities (JAA) published Interim 

Policy INT/POL/25/12. 

In the framework of these requirements, 

EASA [European Aviation Safety Agency] 

have determined that the electrical power 

supply circuits of certain fuel pumps, 

installed on A320 family aeroplanes, for 

which the canisters become uncovered 

during normal operation, could, under 

certain conditions, create an ignition source 

in the tank vapour space. 

This condition, if not corrected, could 

result in a fuel tank explosion and 

consequent loss of the aeroplane. 

To address this potential unsafe condition, 

Airbus developed a modification which 

includes installing Ground Fault Interrupters 

(GFI) into the centre tank fuel pump control 

circuit, providing additional system 

protection by electrically isolating the pump 

in case of a ground fault condition 

downstream of the GFI. 

Consequently, EASA issued AD 2012–0133 

to require modification of the centre tank fuel 

pump control circuit by installing GFI and 

thereafter, in case a GFI failed an operational 

test, replacement of the faulty GFI, or 

deactivation of the associated fuel pump in 

accordance with the provisions of the 

applicable Master Minimum Equipment List 

(MMEL). 

Since that [EASA] AD was issued, it was 

noted that, inadvertently, the Applicability of 

the Final AD was incorrect (the preceding 

PAD [proposed AD] 12–051 was correct) by 

excluding aeroplanes on which Airbus 

modification 150736 has been embodied in 

production. As a result, the required actions 

when a GFI fails an operational test did not 

apply to those aeroplanes. 

For the reasons described above, this 

[EASA] AD retains the requirements 

[modification of the centre tank fuel pump 

control circuit by installing GFI] of EASA AD 

2012–0133, which is superseded, and 

expands the Applicability to aeroplanes on 

which Airbus modification 150736 has been 

embodied in production. 

The required actions also include either 

replacement of the GFI or deactivation 

of the associated fuel pump following 

failure of any post-modification 

operational test of the GFI. 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 

considered the comments received. 

Request To Withdraw NPRM (77 FR 

64765, October 23, 2012) 

An anonymous commenter 

questioned the constitutionality of 

creating an airworthiness directive. 

We infer that the commenter is 

requesting that we withdraw the NPRM 

(77 FR 64765, October 23, 2012), 

because it is unconstitutional. We 

disagree. Under part 39 of the Federal 

Aviation Regulations (14 CFR part 39), 

we issue an AD addressing a product 

when we find that an unsafe condition 

exists in the product, and the condition 

is likely to exist or develop in other 

products of the same type design. In the 

case of this AD, we determined that the 

unsafe condition–the potential of 

ignition sources inside fuel tanks with 

flammable fuel vapors–could result in 

fuel tank explosions and consequent 

loss of the airplane. 

Further, under the Administrative 

Procedure Act (APA) (Pub. L. 79–404, 5 

U.S.C. 551, et.seq.) we are required to 

provide notice of our intent to add, 

change, or remove information in a rule, 

as well as to give the public an 

opportunity to participate in rulemaking 

actions unless we find good cause to 

bypass those requirements. (The APA is 

a body of laws that, working together, 

provide minimum guidelines and rules 

that federal agencies are required to 

follow when issuing a rule or changing 

existing rules that, if adopted, would 

impact the rights of the regulated 

public.) We have followed these 

requirements in issuing this AD. We 

have determined it is appropriate to 

proceed with issuing the final rule. 

Request To Shorten Compliance Time 

Although agreeing with the intent of 

the NPRM (77 FR 64765, October 23, 

2012), Air Line Pilots Association, 

International (ALPA) recommended that 

we shorten the compliance time to 24 

months or less. 

We disagree with the request to 

shorten the compliance time of the AD. 

The ALPA did not provide 

substantiating data that would justify 

such a shortening of the compliance 

time. We determined the compliance 

time (48 months after the effective date 

of this AD) primarily based on our 

assessment of the safety risk. In 

establishing the compliance time, we 

considered the overall risk to the fleet, 

including the severity of the failure and 

the likelihood of the failure’s 

occurrence. We have not changed this 

final rule regarding this issue. 

Request To Clarify Paragraph (h) of the 

NPRM (77 FR 64765, October 23, 2012) 

Virgin America requested clarification 

of paragraph (h) of the NPRM (77 FR 

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Federal Register / Vol. 78, No. 69 / Wednesday, April 10, 2013 / Rules and Regulations 21231 

64765, October 23, 2012). Virgin 

America stated that, according to 

paragraph (h) of the NPRM, for airplanes 

on which Modification 150736 has been 

embodied in production, and no GFI has 

been permanently removed (i.e., the 

airplane has been demodified) since 

first flight, then the actions required by 

paragraph (g) of the NPRM would not be 

required. The commenter stated that an 

operator may remove and replace a GFI 

during normal maintenance operations. 

The commenter requested that we 

clarify the sentence in paragraph (h) that 

states ‘‘and on which no GFI has been 

removed since first flight.’’ 

We agree to clarify the intent of 

paragraph (h) of this AD. Paragraph (h) 

of this AD is to ensure that the 

modification required by paragraph (g) 

of this AD is required only if the 

operator has modified the airplane from 

the as-delivered configuration. We have 

revised paragraph (h) of this final rule 

accordingly. 

Request for Clarification of 

Deactivation 

Virgin America stated that 

clarification is needed for paragraph (i) 

of the NPRM (77 FR 64765, October 23, 

2012) with regard to deactivation of the 

center tank fuel pump. FAA master 

minimum equipment list (MMEL) 28– 

21–02 does not include instructions for 

deactivating center tank fuel pumps. 

We agree. The terminology in FAA 

MMEL 28–21–02 is different from what 

is used in EASA AD 2012–0198, dated 

September 26, 2012. We have revised 

paragraph (i) in this final rule to clarify 

that the word ‘‘deactivated’’ is 

synonymous with ‘‘inoperative.’’ The 

FAA MMEL does contain (M) notation 

(i.e., maintenance requirements for 

certain cases of dispatch). 

Request for Instructions for Continued 

Flight After Inadvertent GFI Tripping 

Delta stated that there have been 

industry reports of in-service difficulties 

due to the GFI’s tripping and generating 

a ‘‘CTR TK PUMP 2 LO PR’’ message. 

Preliminary evaluations by the 

manufacturer have found the subject 

GFIs to be faulty, but a root cause has 

not been reported. Delta requested that 

we work with Airbus to provide 

instructions for continued flight after 

inadvertent GFI tripping. 

We are aware of these events. GFIs are 

expected to isolate the ignition source 

downstream of the GFI in the center fuel 

tank. We encourage operators to work 

with the original equipment 

manufacturers (OEMs) for identifying 

the root cause of premature failure of 

GFIs so that OEMs can take appropriate 

steps to alleviate the commenter’s 

concerns referenced in the comment. 

These events are not considered unsafe 

conditions that warrant changing the 

final rule regarding this issue. 

Request To Define Tasks for GFI 

Operational Test Failure 

Delta requested that we define the 

conditional tasks—to be done if a GFI 

fails an operational test—as specified in 

paragraph (i) of the NPRM (77 FR 64765, 

October 23, 2012). 

We partially agree with the 

commenter. We agree that no tasks have 

been provided by Airbus at this time to 

address failure of the GFI operational 

tests; however, this AD requires the 

operators to contact the FAA for 

approval of an alternative method of 

compliance (AMOC) in accordance with 

paragraph (j)(1) of this AD. We have not 

changed the final rule regarding this 

issue. 

Request To Correct Task Number 

Airbus and Kirk Taylor requested that 

we revise the NPRM (77 FR 64765, 

October 23, 2012) to reflect the 

correction of the maintenance review 

board report (MRBR) task in Note 1, 

which should read ‘‘28.18.00/10’’ 

instead of 28.18.00/01. 

We agree with the request to correct 

the MRBR task number. We have 

revised Note 1 to paragraph (i) of this 

AD to refer to Task 28.18.00/10, 

Operational Check of Centre Tank Fuel 

Pump GFI, of the Airbus A318/A319/ 

A320/A321 Maintenance Review Board 

Report or Task 281800–710–801, 

Operational Check of Centre Tank Fuel 

Pump GFI, of the Airbus A318/A319/ 

A320 Aircraft Maintenance Manual. 

Request To Correct Typographical 

Error 

Virgin America noted an error in Note 

2 of the NPRM (77 FR 64765, October 

23, 2012), which should refer to 

paragraph (i) instead of paragraph (h) of 

the AD. 

We agree. We have changed Note 2 to 

paragraph (i) of this AD to correct the 

reference to paragraph (i). 

Request To Consider Additional 

Information in AD Development 

Virgin America stated that it was 

aware of an Airbus/operator forum 

discussion regarding in-service failures 

of the GFI unit. Virgin American 

requested that we consider these failure 

events and associated consequences in 

the rulemaking process. 

We are aware of these events. GFIs are 

expected to isolate the ignition source 

downstream of the GFI in the center fuel 

tank. We encourage operators to work 

with the OEMs for identifying the root 

cause of premature failure of GFIs so 

that OEMs can take appropriate steps to 

alleviate concerns. These events are not 

considered unsafe conditions that 

warrant changing the final rule 

regarding this issue. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 

64765, October 23, 2012) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 64765, 

October 23, 2012). 

Costs of Compliance 

Based on the service information, we 

estimate that this AD affects about 755 

products of U.S. registry. We also 

estimate that it takes 11 work-hours per 

product to comply with the basic 

requirements of this AD. The average 

labor rate is $85 per work-hour. 

Required parts cost about $3,360 per 

product, depending on configuration. 

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 the AD on U.S. operators to be 

$3,242,725, or $4,295 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. 

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21232 Federal Register / Vol. 78, No. 69 / Wednesday, April 10, 2013 / Rules and Regulations 

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 that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. 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 Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains the NPRM (77 FR 64765, 

October 23, 2012), the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations 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: 

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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2013–07–02 Airbus: Amendment 39–17406. 

Docket No. FAA–2012–1105; Directorate 

Identifier 2012–NM–137–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective May 15, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Airbus Model A318– 

111, –112, –121, and –122 airplanes; Model 

A319–111, –112, –113, –114, –115, –131, 

–132, and –133 airplanes; and Model A320– 

111, –211, –212, –214, –231, –232, and –233 

airplanes; certificated in any category; all 

manufacturer serial numbers. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 28, Fuel. 

(e) Reason 

This AD was prompted by fuel system 

reviews conducted by the manufacturer, 

which revealed that certain fuel pumps 

under certain conditions can create an 

ignition source in the fuel tank. We are 

issuing this AD to prevent the potential of 

ignition sources inside fuel tanks, which, in 

combination with flammable fuel vapors, 

could result in fuel tank explosions and 

consequent loss of the airplane. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Modification 

Except as provided by paragraph (h) of this 

AD: Within 48 months after the effective date 

of this AD, modify the center tank fuel pump 

control circuit by installing ground fault 

interrupters (GFIs), in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–28–1188, dated March 

23, 2012. 

(h) Airplanes Excluded From Modification 

Requirement 

For airplanes on which Airbus 

Modification 150736 has been embodied in 

production, and on which no GFI has been 

permanently removed since first flight, the 

modification specified in paragraph (g) of 

this AD is not required. 

(i) Corrective Action for Failed PostModification Operational Test 

After accomplishment of the modification 

specified in paragraph (g) or (h) of this AD, 

each time a GFI fails an operational test, 

before further flight, replace the GFI or 

deactivate (make inoperative) the associated 

fuel pump, in accordance with a method 

approved by the Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA. 

Note 1 to paragraph (i) of this AD: 

Guidance on the operational test specified in 

paragraph (i) of this AD can be found in Task 

28.18.00/10, Operational Check of Centre 

Tank Fuel Pump GFI, of the Airbus A318/ 

A319/A320/A321 Maintenance Review Board 

Report or Task 281800–710–801, Operational 

Check of Centre Tank Fuel Pump GFI, of the 

Airbus A318/A319/A320 Aircraft 

Maintenance Manual. 

Note 2 to paragraph (i) of this AD: 

Guidance on the fuel pump deactivation 

specified in paragraph (i) of this AD can be 

found in Item 28–21–02, Center Tank 

Systems, of the FAA Master Minimum 

Equipment List for Airbus A318/A319/A320/ 

A321. 

(j) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 1601 

Lind Avenue SW., Renton, Washington 

98057–3356; telephone 425–227–1405; fax 

425–227–1149. Information may be emailed 

to: 9-ANM-116-AMOC-REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(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. 

(k) Related Information 

Refer to MCAI EASA Airworthiness 

Directive 2012–0198, dated September 26, 

2012; and Airbus Service Bulletin A320–28– 

1188, dated March 23, 2012; for related 

information. 

(l) 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. 

(i) Airbus Service Bulletin A320–28–1188, 

dated March 23, 2012. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

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Federal Register / Vol. 78, No. 69 / Wednesday, April 10, 2013 / Rules and Regulations 21233 

WA. For information on the availability of 

this material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference 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/ibrlocations.html. 

Issued in Renton, Washington, on March 

28, 2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–08068 Filed 4–9–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0630; Directorate 

Identifier 2011–SW–010–AD; Amendment 

39–17409; AD 2013–07–05] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 

Eurocopter France EC130B4 helicopters. 

This AD requires visually checking the 

center windscreen panel (center 

windscreen) for a crack and replacing 

the center windscreen if there is a crack, 

if the windscreen distorts during flight, 

or within 12 months. This AD was 

prompted by in-flight cracking and 

failure of a center windscreen. The 

actions of this AD are intended to detect 

a crack in the blending radii of the 

center windscreen to prevent failure of 

the windscreen, injury to the flight 

crew, and subsequent loss of control of 

the helicopter. 

DATES: This AD is effective May 15, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain document listed in this AD 

as of May 15, 2013. 

ADDRESSES: For service information 

identified in this AD, contact American 

Eurocopter Corporation, 2701 N. Forum 

Drive, Grand Prairie, TX 75052, 

telephone (972) 641–0000 or (800) 232– 

0323, fax (972) 641–3775, or at http:// 

www.eurocopter.com/techpub. You may 

review the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, any 

incorporated-by-reference service 

information, the economic evaluation, 

any comments received, and other 

information. The street address for the 

Docket Operations Office (phone: 800– 

647–5527) is U.S. Department of 

Transportation, Docket Operations 

Office, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Jim 

Grigg, Manager, Safety Management 

Group, Rotorcraft Directorate, FAA, 

2601 Meacham Blvd., Fort Worth, TX 

76137; telephone (817) 222–5110; email 

jim.grigg@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On June 18, 2012, at 77 FR 36213, the 

Federal Register published our notice of 

proposed rulemaking (NPRM), which 

proposed to amend 14 CFR part 39 to 

include an AD that would apply to 

Eurocopter France EC130B4 helicopters 

with a center windscreen, part number 

(P/N) 350A25–9004–00, 350A25–9025– 

00, or 350A25–9041–20. That NPRM 

proposed to require, before each flight, 

visually checking the center windscreen 

and replacing the center windscreen 

panel before further flight if there is a 

crack in the center windscreen panel or 

if the windscreen distorts during flight. 

The NPRM also proposed to require, 

within 12 months, replacing the center 

windscreen with a certain partnumbered windscreen, which would 

terminate the repetitive inspection 

requirements. The NPRM specified that 

an owner/operator (pilot) may perform 

the visual check and must enter 

compliance with the applicable 

paragraph into the helicopter 

maintenance records in accordance with 

14 CFR 43.9(a)(1)–(4) and 

91.417(a)(2)(v). A pilot may perform this 

check because it involves only a visual 

check for a crack in the center 

windscreen and can be performed 

equally well by a pilot or a mechanic. 

This authorization is an exception to 

our standard maintenance regulations. 

The proposed requirements were 

intended to detect a crack in the 

blending radii of the center windscreen 

to prevent failure of the windscreen, 

injury to the flight crew, and subsequent 

loss of control of the helicopter. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, issued EASA AD No. 2010–0258, 

dated December 6, 2010 (AD 2010– 

0258), to correct an unsafe condition for 

the Eurocopter France EC130B4 

helicopters. EASA received reports that 

center windscreen panels failed during 

flights due to a crack that started in the 

blending radius between the lower and 

upper sections of the windscreen. EASA 

stated that this condition, if not detected 

and corrected, could result in serious 

injury of the helicopter occupants, and 

therefore, issued Emergency AD 2007– 

0219–E, dated August 24, 2007, (AD 

2007–0219–E), requiring a pre-flight 

inspection of the center windscreen, 

repair or replacement of a cracked 

windscreen, and an airspeed limitation. 

In AD 2010–0258, EASA notes that it 

approved a modification (MOD 073590) 

for the EC130B4 helicopters that 

incorporates a newly designed center 

windscreen panel, part number (P/N) 

350A25–9045–20, to ‘‘eliminate the 

possibility of centre windshield cracks 

thus providing an alternative 

terminating action for the preflight 

inspections.’’ 

Comments 

We gave the public the opportunity to 

participate in developing this AD, but 

we received no comments on the NPRM 

(77 FR 36213, June 18, 2012). 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of France and 

are approved for operation in the United 

States. Pursuant to our bilateral 

agreement with France, EASA, its 

technical representative, has notified us 

of the unsafe condition described in the 

EASA AD. We are issuing this AD 

because we evaluated all information 

provided by EASA and determined the 

unsafe condition exists and is likely to 

exist or develop on other helicopters of 

these same type designs and that air 

safety and the public interest require 

adopting the AD requirements as 

proposed. 

Differences Between This AD and the 

EASA AD 

The EASA AD imposes flight 

restrictions and replacing the 

windscreen within 50 flight hours or 15 

days, whichever occurs first, if 

distortion of the windscreen is detected 

in-flight. This AD mandates replacing 

the windscreen before further flight if 

distortion occurs during flight. In 

addition, this AD mandates MOD 

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