76980 Federal Register / Vol. 78, No. 245 / Friday, December 20, 2013 / Rules and Regulations 

designated financial market utility’s 

compliance with the requirements in 

paragraph (b) of this section. 

(d) In addition to any right that a 

Reserve Bank has to limit or terminate 

an account or the use of a service 

pursuant to its account agreement, the 

Board may direct the Federal Reserve 

Bank to impose limits, restrictions, or 

other conditions on the availability or 

use of a Federal Reserve Bank account 

or service by a designated financial 

market utility, including directing the 

Reserve Bank to terminate the use of a 

particular service or to close the 

account. If the Reserve Bank determines 

that a designated financial market utility 

no longer complies with one or more of 

the minimum conditions in subsection 

(b), the Reserve Bank will consult with 

the Board regarding continued 

maintenance of the account and 

provision of services. 

§ 234.7 Interest on balances. 

(a) A Federal Reserve Bank may pay 

interest on balances maintained by a 

designated financial market utility at the 

Federal Reserve Bank in accordance 

with this section and under such other 

terms and conditions as the Board may 

prescribe. 

(b) Interest on balances paid under 

this section shall be at the rate paid on 

balances maintained by depository 

institutions or another rate determined 

by the Board from time to time, not to 

exceed the general level of short-term 

interest rates. 

(c) For purposes of this section, 

‘‘short-term interest rates’’ shall have 

the same meaning as the meaning 

provided for that term in § 204.10(b)(3) 

of this chapter. 

By order of the Board of Governors of the 

Federal Reserve System, December 5, 2013. 

Robert deV. Frierson, 

Secretary of the Board. 

[FR Doc. 2013–29711 Filed 12–19–13; 8:45 am] 

BILLING CODE 6210–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0894; Notice No. 

25–13–16–SC] 

Special Conditions: Airbus, A350–900 

Series Airplane; Interaction of Systems 

and Structures 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions, request 

for comments. 

SUMMARY: These special conditions are 

issued for Airbus Model A350–900 

series airplanes. These airplanes will 

have novel or unusual design features 

when compared to the state of 

technology envisioned in the 

airworthiness standards for transport 

category airplanes. These designs 

features include systems that, directly or 

as a result of failure or malfunction, 

affect structural performance. The 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for this design feature. 

These proposed special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: The effective date of these 

special conditions is December 20, 

2013. We must receive your comments 

by February 3, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0894 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 8 

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

Friday, except federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket Web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot 

.gov/. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/ at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Todd Martin, FAA, Airframe/Cabin 

Safety, ANM–115, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington, 98057–3356; 

telephone (425) 227–1178; facsimile 

(425) 227–1320. 

SUPPLEMENTARY INFORMATION: The 

substance of these special conditions 

has been subject to the public comment 

process in several prior instances with 

no substantive comments received. The 

FAA therefore finds that good cause 

exists for making these special 

conditions effective upon issuance. 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive by 45 days after publication of 

these special conditions in the Federal 

Register. We may change these special 

conditions based on the comments we 

receive. 

Background 

On August 25, 2008, Airbus applied 

for a type certificate for their new Model 

A350–900 series airplane. Later, Airbus 

requested and the FAA approved an 

extension to the application for FAA 

type certification to June 28, 2009. The 

Model A350–900 series has a 

conventional layout with twin wingmounted Rolls-Royce Trent engines. It 

features a twin aisle 9-abreast economy 

class layout, and accommodates side-byside placement of LD–3 containers in 

the cargo compartment. The basic 

Model A350–900 series configuration 

will accommodate 315 passengers in a 

standard two-class arrangement. The 

design cruise speed is Mach 0.85 with 

a Maximum Take-Off Weight of 602,000 

lbs. Airbus proposes the Model A350– 

900 series to be certified for extended 

operations (ETOPS) beyond 180 minutes 

at entry into service for up to a 420- 

minute maximum diversion time. 

Special conditions have been applied 

on past airplane programs in order to 

require consideration of the effects of 

systems on structures. The regulatory 

authorities and industry developed 

standardized criteria in the Aviation 


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Federal Register / Vol. 78, No. 245 / Friday, December 20, 2013 / Rules and Regulations 76981 

Rulemaking Advisory Committee 

(ARAC) forum based on the criteria 

defined in Advisory Circular 25.672, 

dated November 11, 1983. The ARAC 

recommendation has been incorporated 

in European Aviation Safety Agency 

(EASA) Certification Specifications (CS) 

25.302 and CS 25 Appendix K. FAA 

rulemaking on this subject is not 

complete, thus the need for the special 

conditions. 

Type Certification Basis 

Under Title 14, Code of Federal 

Regulations (14 CFR) 21.17, Airbus must 

show that the Model A350–900 series 

meets the applicable provisions of 14 

CFR part 25, as amended by 

Amendments 25–1 through 25–129. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Model A350–900 series because 

of a novel or unusual design feature, 

special conditions are prescribed under 

§ 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same novel or unusual 

design feature, the special conditions 

would also apply to the other model. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Model A350–900 series 

must comply with the fuel vent and 

exhaust emission requirements of 14 

CFR part 34 and the noise certification 

requirements of 14 CFR part 36, and the 

FAA must issue a finding of regulatory 

adequacy under § 611 of Public Law 92– 

574, the ‘‘Noise Control Act of 1972.’’ 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, under § 11.38, 

and they become part of the typecertification basis under § 21.17(a)(2). 

Novel or Unusual Design Features 

The Airbus Model A350–900 series 

will incorporate the following novel or 

unusual design features: Systems that 

affect the airplane’s structural 

performance, either directly or as a 

result of failure or malfunction. That is, 

the airplane’s systems affect how it 

responds in maneuver and gust 

conditions, and thereby affect is 

structural capability. These systems may 

also affect the aeroelastic stability of the 

airplane. Such systems include flight 

control systems, autopilots, stability 

augmentation systems, load alleviation 

systems, and fuel management systems. 

These systems represent novel and 

unusual features when compared to the 

technology envisioned in the current 

airworthiness standards. 

Discussion 

Airbus A350 series airplanes are 

equipped with systems that directly or 

as a result of failure or malfunction, 

affect their structural performance. 

Current regulations do not take into 

account the effects of systems on 

structural performance including 

normal operation and failure conditions. 

Special conditions are needed to 

account for these features. 

These special conditions define 

criteria for assessing the effects of these 

systems on structures. The general 

approach of accounting for the effect of 

system failures on structural 

performance would be extended to 

include any system whose partial or 

complete failure, alone or in 

combination with other system partial 

or complete failures, would affect 

structural performance. 

The proposed special conditions are 

similar to those previously applied to 

other airplane models and to CS 25.302. 

The major differences between the 

proposed special conditions and the 

current CS 25.302 are as follows: 

1. Both the special conditions and CS 

25.302 specify the design load 

conditions to be considered. In 

paragraphs e.(1) and f.(2)(i), the special 

conditions clarify that, in some cases, 

different load conditions are to be 

considered due to other special 

conditions or equivalent level of safety 

findings. 

2. The special conditions include the 

additional ground handling conditions 

of Title 14 Code of Federal Regulations 

(14 CFR) §§ 25.493(d) and 25.503 in 

paragraph (f)(2)(i). These conditions are 

needed because the A350 has systems 

that affect braking and pivoting. 

3. Both the special condition (see 

paragraph (h) below) and CS 25.302 

allow consideration of the probability of 

being in a dispatched configuration 

when assessing subsequent failures and 

potential ‘‘continuation of flight’’ loads. 

The special conditions, however, also 

allow using probability when assessing 

failures that induce loads at the ‘‘time 

of occurrence,’’ whereas CS 25.302 does 

not. 

Applicability 

As discussed above, these special 

conditions apply to Airbus Model 

A350–900 series airplanes. Should 

Airbus apply later for a change to the 

type certificate to include another 

model incorporating the same novel or 

unusual design feature, the special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features on the Airbus 

Model A350–900 series airplanes. It is 

not a rule of general applicability. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, the FAA 

has determined that prior public notice 

and comment are unnecessary and 

impracticable, and good cause exists for 

adopting these special conditions upon 

issuance. The FAA is requesting 

comments to allow interested persons to 

submit views that may not have been 

submitted in response to the prior 

opportunities for comment described 

above. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Airbus Model 

A350–900 series airplanes. 

1. Interaction of systems and 

structures. 

For airplanes equipped with systems 

that affect structural performance, either 

directly or as a result of a failure or 

malfunction, the influence of these 

systems and their failure conditions 

must be taken into account when 

showing compliance with the 

requirements of Title 14 Code of Federal 

Regulations (14 CFR) part 25 subparts C 

and D. 

The following criteria must be used 

for showing compliance with these 

special conditions for airplanes 

equipped with flight control systems, 

autopilots, stability augmentation 

systems, load alleviation systems, flutter 

control systems, fuel management 

systems, and other systems that either 

directly or as a result of failure or 

malfunction affect structural 

performance. If these special conditions 

are used for other systems, it may be 

necessary to adapt the criteria to that 

specific system. 

(a) The criteria defined herein only 

address the direct structural 


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consequences of the system responses 

and performances and cannot be 

considered in isolation but should be 

included in the overall safety evaluation 

of the airplane. These criteria may in 

some instances duplicate standards 

already established for this evaluation. 

These criteria are only applicable to 

structure whose failure could prevent 

continued safe flight and landing. 

Specific criteria that define acceptable 

limits on handling characteristics or 

stability requirements when operating 

in the system degraded or inoperative 

mode are not provided in this special 

condition. 

(b) Depending upon the specific 

characteristics of the airplane, 

additional studies may be required that 

go beyond the criteria provided in these 

special conditions in order to 

demonstrate the capability of the 

airplane to meet other realistic 

conditions such as alternative gust or 

maneuver descriptions for an airplane 

equipped with a load alleviation system. 

(c) The following definitions are 

applicable to this special condition. 

(1) Structural performance: Capability 

of the airplane to meet the structural 

requirements of 14 CFR part 25. 

(2) Flight limitations: Limitations that 

can be applied to the airplane flight 

conditions following an in-flight 

occurrence and that are included in the 

flight manual (e.g., speed limitations, 

avoidance of severe weather conditions, 

etc.). 

(3) Operational limitations: 

Limitations, including flight limitations, 

that can be applied to the airplane 

operating conditions before dispatch 

(e.g., fuel, payload and Master 

Minimum Equipment List limitations). 

(4) Probabilistic terms: The 

probabilistic terms (probable, 

improbable, extremely improbable) used 

in this special condition are the same as 

those used in § 25.1309. 

(5) Failure condition: The term failure 

condition is the same as that used in 

§ 25.1309, however this special 

condition applies only to system failure 

conditions that affect the structural 

performance of the airplane (e.g., system 

failure conditions that induce loads, 

change the response of the airplane to 

inputs such as gusts or pilot actions, or 

lower flutter margins). 

(d) General. The following criteria 

will be used in determining the 

influence of a system and its failure 

conditions on the airplane structure. 

(e) System fully operative. With the 

system fully operative, the following 

apply: 

(1) Limit loads must be derived in all 

normal operating configurations of the 

system from all the limit conditions 

specified in Subpart C (or defined by 

special condition or equivalent level of 

safety in lieu of those specified in 

Subpart C), taking into account any 

special behavior of such a system or 

associated functions or any effect on the 

structural performance of the airplane 

that may occur up to the limit loads. In 

particular, any significant nonlinearity 

(rate of displacement of control surface, 

thresholds or any other system 

nonlinearities) must be accounted for in 

a realistic or conservative way when 

deriving limit loads from limit 

conditions. 

(2) The airplane must meet the 

strength requirements of part 25 (static 

strength, residual strength), using the 

specified factors to derive ultimate loads 

from the limit loads defined above. The 

effect of nonlinearities must be 

investigated beyond limit conditions to 

ensure the behavior of the system 

presents no anomaly compared to the 

behavior below limit conditions. 

However, conditions beyond limit 

conditions need not be considered when 

it can be shown that the airplane has 

design features that will not allow it to 

exceed those limit conditions. 

(3) The airplane must meet the 

aeroelastic stability requirements of 

§ 25.629. 

(f) System in the failure condition. For 

any system failure condition not shown 

to be extremely improbable, the 

following apply: 

(1) At the time of occurrence. Starting 

from 1-g level flight conditions, a 

realistic scenario, including pilot 

corrective actions, must be established 

to determine the loads occurring at the 

time of failure and immediately after 

failure. 

(i) For static strength substantiation, 

these loads, multiplied by an 

appropriate factor of safety that is 

related to the probability of occurrence 

of the failure, are ultimate loads to be 

considered for design. The factor of 

safety (FS) is defined in Figure 1. 

(ii) For residual strength 

substantiation, the airplane must be able 

to withstand two thirds of the ultimate 

loads defined in subparagraph (f)(1)(i). 

For pressurized cabins, these loads must 

be combined with the normal operating 

differential pressure. 

(iii) Freedom from aeroelastic 

instability must be shown up to the 

speeds defined in § 25.629(b)(2). For 

failure conditions that result in speeds 

beyond VC/MC, freedom from 

aeroelastic instability must be shown to 

increased speeds, so that the margins 

intended by § 25.629(b)(2) are 

maintained. 

(iv) Failures of the system that result 

in forced structural vibrations 

(oscillatory failures) must not produce 

loads that could result in detrimental 

deformation of primary structure. 

(2) For the continuation of the flight. 

For the airplane, in the system failed 

state and considering any appropriate 

reconfiguration and flight limitations, 

the following apply: 


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(i) The loads derived from the 

following conditions (or defined by 

special condition or equivalent level of 

safety in lieu of the following 

conditions) at speeds up to VC/MC, or 

the speed limitation prescribed for the 

remainder of the flight, must be 

determined: 

(A) The limit symmetrical 

maneuvering conditions specified in 

§ 25.331 and in § 25.345. 

(B) the limit gust and turbulence 

conditions specified in § 25.341 and in 

§ 25.345. 

(C) the limit rolling conditions 

specified in § 25.349 and the limit 

unsymmetrical conditions specified in 

§ 25.367 and § 25.427(b) and (c). 

(D) the limit yaw maneuvering 

conditions specified in § 25.351. 

(E) the limit ground loading 

conditions specified in §§ 25.473, 

25.491, 25.493(d) and 25.503. 

(ii) For static strength substantiation, 

each part of the structure must be able 

to withstand the loads in paragraph 

(f)(2)(i) of the special condition 

multiplied by a factor of safety 

depending on the probability of being in 

this failure state. The factor of safety is 

defined in Figure 2. 

Qj = (Tj)(Pj) 

Where: 

Tj = Average time spent in failure 

condition j (in hours) 

Pj = Probability of occurrence of failure 

mode j (per hour) 

Note: If Pj is greater than 10¥3 per flight 

hour then a 1.5 factor of safety must be 

applied to all limit load conditions specified 

in Subpart C. 

(iii) For residual strength 

substantiation, the airplane must be able 

to withstand two thirds of the ultimate 

loads defined in paragraph (f)(2)(ii) of 

the special condition. For pressurized 

cabins, these loads must be combined 

with the normal operating differential 

pressure. 

(iv) If the loads induced by the failure 

condition have a significant effect on 

fatigue or damage tolerance then their 

effects must be taken into account. 

(v) Freedom from aeroelastic 

instability must be shown up to a speed 

determined from Figure 3. Flutter 

clearance speeds V′ and V′′ may be 

based on the speed limitation specified 

for the remainder of the flight using the 

margins defined by § 25.629(b). 

V′ = Clearance speed as defined by 

§ 25.629(b)(2). 

V′′ = Clearance speed as defined by 

§ 25.629(b)(1). 

Qj = (Tj)(Pj) where: 

Tj = Average time spent in failure 

condition j (in hours) 

Pj = Probability of occurrence of failure 

mode j (per hour) 

Note: If Pj is greater than 10¥3 per flight 

hour, then the flutter clearance speed must 

not be less than V′′. 

(vi) Freedom from aeroelastic 

instability must also be shown up to V′ 

in Figure 3 above, for any probable 

system failure condition combined with 

any damage required or selected for 

investigation by § 25.571(b). 

(3) Consideration of certain failure 

conditions may be required by other 

sections of 14 CFR part 25 regardless of 

calculated system reliability. Where 

analysis shows the probability of these 

failure conditions to be less than 10¥9, 

criteria other than those specified in this 

paragraph may be used for structural 

substantiation to show continued safe 

flight and landing. 


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(g) Failure indications. For system 

failure detection and indication, the 

following apply: 

(1) The system must be checked for 

failure conditions, not extremely 

improbable, that degrade the structural 

capability below the level required by 

part 25 or significantly reduce the 

reliability of the remaining system. As 

far as reasonably practicable, the flight 

crew must be made aware of these 

failures before flight. Certain elements 

of the control system, such as 

mechanical and hydraulic components, 

may use special periodic inspections, 

and electronic components may use 

daily checks, in lieu of detection and 

indication systems to achieve the 

objective of this requirement. These 

certification maintenance requirements 

must be limited to components that are 

not readily detectable by normal 

detection and indication systems and 

where service history shows that 

inspections will provide an adequate 

level of safety. 

(2) The existence of any failure 

condition, not extremely improbable, 

during flight that could significantly 

affect the structural capability of the 

airplane and for which the associated 

reduction in airworthiness can be 

minimized by suitable flight limitations, 

must be signaled to the flight crew. For 

example, failure conditions that result 

in a factor of safety between the airplane 

strength and the loads of Subpart C 

below 1.25, or flutter margins below V′′, 

must be signaled to the crew during 

flight. 

(h) Dispatch with known failure 

conditions. If the airplane is to be 

dispatched in a known system failure 

condition that affects structural 

performance, or affects the reliability of 

the remaining system to maintain 

structural performance, then the 

provisions of this special condition 

must be met, including the provisions of 

paragraph (e) for the dispatched 

condition, and paragraph (f) for 

subsequent failures. Expected 

operational limitations may be taken 

into account in establishing Pj as the 

probability of failure occurrence for 

determining the safety margin in Figure 

1. Flight limitations and expected 

operational limitations may be taken 

into account in establishing Qj as the 

combined probability of being in the 

dispatched failure condition and the 

subsequent failure condition for the 

safety margins in Figures 2 and 3. These 

limitations must be such that the 

probability of being in this combined 

failure state and then subsequently 

encountering limit load conditions is 

extremely improbable. No reduction in 

these safety margins is allowed if the 

subsequent system failure rate is greater 

than 10¥3 per hour. 

Issued in Renton, Washington, on October 

22, 2013. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–30235 Filed 12–19–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0524; Directorate 

Identifier 2012–SW–084–AD; Amendment 

39–17696; AD 2013–24–19] 

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 (Eurocopter) Model 

AS332C, AS332L, AS332L1, AS332L2, 

and EC225LP helicopters. This AD 

requires visually inspecting each 

jettisonable emergency exit window 

panel (window) for sealant, and 

removing any sealant that exists in the 

window’s extruded sections. This AD 

was prompted by jettison tests during 

routine maintenance inspections that 

showed the windows failed to jettison. 

The actions of this AD are intended to 

prevent failure of the windows to 

jettison, so helicopter occupants can 

exit the aircraft during an emergency. 

DATES: This AD is effective January 24, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain documents listed in this AD 

as of January 24, 2014. 

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, the European 

Aviation Safety Agency (EASA) 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: 

Robert Grant, Aviation Safety Engineer, 

Safety Management Group, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone 817–222–5110; email 

robert.grant@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On June 20, 2013, at 78 FR 37156, the 

Federal Register published our notice of 

proposed rulemaking (NPRM), which 

proposed to amend 14 CFR part 39 by 

adding an AD that would apply to 

Eurocopter Model AS332C, AS332L, 

AS332L1, AS332L2 and EC225LP 

helicopters that have never undergone a 

window-jettison test. The NPRM 

proposed to require visually inspecting 

each window for sealant, and removing 

any sealant that exists in the window’s 

extruded sections. The proposed 

requirements were intended to prevent 

failure of the windows to jettison, so 

helicopter occupants can exit the 

aircraft during an emergency. 

The NPRM was prompted by AD No. 

2012–0152, dated August 13, 2012, 

issued by EASA, which is the Technical 

Agent for the Member States of the 

European Union. EASA issued AD No. 

2012–0152 to correct an unsafe 

condition for certain Eurocopter Model 

AS 332 C, AS 332 C1, AS 332 L, AS 332 

L1, AS 332 L2 and EC 225 LP 

helicopters. EASA reports that during 

required maintenance checks, there 

have been problems jettisoning 

emergency exit windows. According to 

EASA, investigations on several 

windows showed sealant between the 

extrusion and the window. ‘‘This 

condition, if not detected and corrected, 

could prevent the jettisoning of a 

window, possibly affecting the 

evacuation of passengers in the event of 

an emergency situation,’’ EASA states. 

Comments 

We gave the public the opportunity to 

participate in developing this AD, but 

we received no comments on the NPRM 

(78 FR 37156, June 20, 2013). 


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