Document ID: FAA-2012-0421-0012
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: The Boeing Company Airplanes
Posted Date: 2012-12-12T05:00Z

[Federal Register Volume 77, Number 239 (Wednesday, December 12, 2012)]
[Rules and Regulations]
[Pages 73897-73902]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-29714]

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  Federal Register / Vol. 77, No. 239 / Wednesday, December 12, 2012 / 
Rules and Regulations  

[[Page 73897]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2012-0421; Directorate Identifier 2012-NM-042-AD; 
Amendment 39-17284; AD 2012-25-03]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are adopting a new airworthiness directive (AD) for certain 
The Boeing Company Model 757 airplanes. This AD was prompted by a 
report of in-flight fracture of the right windshield (window 1) on the 
flight deck and multiple reports of electrical arcs at the terminal 
blocks of the flight deck windshields resulting in smoke and fire. This 
AD requires repetitive inspections of electrical heat terminals on the 
left and right windshields for damage, and corrective actions if 
necessary. This AD allows replacing an affected windshield with a 
windshield equipped with different electrical connections, which would 
terminate the repetitive inspections for that windshield. We are 
issuing this AD to prevent smoke and fire in the flight deck, which can 
lead to loss of visibility, and injuries to or incapacitation of the 
flightcrew.

DATES: This AD is effective January 16, 2013.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of January 16, 
2013.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may review copies of the referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, WA. For information on the availability of this 
material at the FAA, call 425-227-1221.

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 this AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (phone: 800-647-5527) is 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: Elias Natsiopoulos, Aerospace 
Engineer, Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft 
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6478; fax: 425-917-6590; email: 
Elias.Natsiopoulos@faa.gov.

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 published in the Federal Register on April 25, 2012 (77 FR 
24643). That NPRM proposed to require repetitive inspections of 
electrical heat terminals on the left and right windshields for damage, 
and corrective actions if necessary. That NPRM also proposed to allow 
replacing an affected windshield with a windshield equipped with 
different electrical connections, which would terminate the repetitive 
inspections for that windshield.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
(77 FR 24643, April 25, 2012) and the FAA's response to each comment.

Support for the NPRM (77 FR 24643, April 25, 2012)

    The Air Line Pilots Association, International stated that the 
proposed actions will enhance safety, and that it supports the intent 
and language of the NPRM (77 FR 24643, April 25, 2012).
    UPS stated that it agrees with the intent of the NPRM (77 FR 24643, 
April 25, 2012).

Requests To Issue Supersedure AD or Withdraw NPRM (77 FR 24643, April 
25, 2012)

    FedEx and UPS recommended superseding AD 2010-15-01, Amendment 39-
16367 (75 FR 39804, July 13, 2010), to add the additional inspection 
requirements described in Boeing Special Attention Service Bulletin 
757-30-0019, Revision 3, dated December 16, 2011, instead of issuing a 
new AD that would require accomplishing the actions proposed in the 
NPRM (77 FR 24643, April 25, 2012). FedEx stated that issuing this new 
AD will impose an additional burden on the operators. UPS stated that 
the addition of new requirements for the J5 terminal in the NPRM 
conflicts with the requirements of AD 2010-15-01. UPS stated that 
issuing a superseding AD would ease tracking and avoid conflicting 
requirements.
    United Airlines (United) stated that an additional inspection is 
not warranted and that more issues are likely to arise by disturbing 
the terminals. We infer that United is requesting that we withdraw the 
NPRM (77 FR 24643, April 25, 2012).
    We do not agree with the commenters' requests. The additional 
inspection requirements of this AD apply only to Model 757 airplanes; 
and AD 2010-15-01, Amendment 39-16367 (75 FR 39804, July 13, 2010), 
applies to Model 757, 767, and 777 airplanes. Superseding AD 2010-15-01 
would delay accomplishment of the actions required by this AD, which 
would be inappropriate in light of the unsafe condition identified on 
the J1 and J4 upper windshield electrical power terminal connections on 
Model 757 airplanes.
    In regard to United's comment, the unsafe condition identified in 
the J1 and J4 upper windshield electrical power terminal connections 
significantly

[[Page 73898]]

outweighs the potential for an operator to inadvertently create a new 
problem during the accomplishment of the actions required by this AD.
    As for UPS's concern about conflicting J5 terminal requirements 
between AD 2010-15-01, Amendment 39-16367 (75 FR 39804, July 13, 2010), 
and this AD, we point out that accomplishing the actions required by 
this AD terminates the requirements of AD 2010-15-01 for Model 757 
airplanes only. Paragraphs (h) and (l) of this AD provide further 
clarification regarding this issue.
    We have not changed the AD in this regard.

Request To Include Additional Airplane Model in This AD

    The National Transportation Safety Board (NTSB) requested that the 
NPRM (77 FR 24643, April 25, 2012) also apply to Model 747, 767, and 
777 airplanes, because a similar window design is used on these models, 
as stated in NTSB Safety Recommendation A-07-50, dated September 4, 
2007. (See http://www.ntsb.gov/doclib/recletters/2007/A07_49_50.pdf.).
    In addition, the NTSB stated that AD 2010-15-01, Amendment 39-16367 
(75 FR 39804, July 13, 2010), was applicable to certain Model 757, 767, 
and 777 airplanes--not just Model 757 airplanes. The NTSB noted that 
there is another AD action similar to AD 2010-15-01 for Model 747 
airplanes.
    We disagree to add Model 747, 767, and 777 airplanes to the 
applicability of this AD. AD 2010-15-01, Amendment 39-16367 (75 FR 
39804, July 13, 2010), which is applicable to certain Model 757, 767, 
and 777 airplanes, addresses an unsafe condition on the lower 
windshield terminals. There were four reported Model 757 windshield 
upper terminal overheat/arcing events. We have not received any reports 
of upper terminal overheat/arcing events on Model 767 and 777 airplane 
windshields, and only one reported upper terminal overheat/arcing event 
on a Model 747 airplane windshield. Boeing increased the specified 
torque for installation of the windshield terminals for Model 747, 767, 
and 777 airplanes and communicated this information to operators. Due 
to the number of reported events on Model 757 airplanes and the lower 
specified torque for windshield installations on Model 757 airplanes, 
this AD is applicable to that model only. We have not changed the AD in 
this regard.

Requests To Improve Inspection Procedures

    American Airlines (AAL) and the NTSB requested that we revise the 
NPRM (77 FR 24643, April 25, 2012) to provide instructions for more 
effective inspections in detecting and correcting all failure modes of 
the windshield electrical terminal connections.
    AAL stated that it is concerned that the NPRM (77 FR 24643, April 
25, 2012) does not offer a comprehensive solution to flight deck window 
heat smoke events, and that inspection of the J1, J4, and J5 electrical 
terminals for loose connections might not prevent electrical arcs at 
the windshield side of the terminal blocks. AAL stated that its 
analysis and service history have shown that damage of the solder 
joints inside the windshield terminal blocks are the primary root cause 
of the smoke and odor events in the flight deck window heat system. AAL 
stated that the NPRM should also address the electrical connections at 
the windshield side of the terminal block, specifically the use of 
unclenched, low temperature solder joints connecting the braid wire to 
the terminal block.
    The NTSB stated that it agrees that windshield heat system terminal 
blocks J1 and J4 should be added to the NPRM (77 FR 24643, April 25, 
2012), but that the FAA needs to revise the NPRM to ensure that the 
inspections are effective in detecting and correcting the potential 
problem involving loose electrical connections. The NTSB cited two 
serious incidents that it investigated during 2010, which involved in-
flight fires and electrical odors that the actions required in AD 2010-
15-01, Amendment 39-16367 (75 FR 39804, July 13, 2010) (which requires 
inspection of terminal block J5) did not adequately address.
    We partially agree. We agree with AAL that the required inspection 
would not detect arcing events in the solder joints inside the terminal 
blocks of the PPG Aerospace (PPG) windshields. However, we disagree 
with AAL's suggestion to revise this AD to address the solder joints 
connecting the braid wire to the terminal block inside the windshield; 
this is not feasible, as there are currently no non-destructive 
inspection methods developed to detect and correct damage inside the 
windshield terminal block. Electrical current through a loose 
electrical connector will generate heat which can compromise the 
adjacent solder joint. The requirements of paragraphs (g), (h), and (i) 
of this AD focus on proper connection of screw/lug connectors, which 
will protect against smoke/fire events at the connector and damage to 
the adjacent solder joint.
    We disagree with the NTSB that the inspections required by this AD 
are not effective. We point out that the screw/lug-type connection is 
partially exposed to flight deck activities and can be bumped during 
cleaning of the windshield or by any clipboards/books or other articles 
placed on the glare shield. Therefore, while the inspections required 
by AD 2010-15-01, Amendment 39-16367 (75 FR 39804, July 13, 2010), and 
this new AD might not eliminate all occurrences of terminal overheat/
arcing, they should reduce the likelihood of events as demonstrated 
since the issuance of AD 2010-15-01.
    The most straightforward way to eliminate overheat/arcing events, 
and to terminate the detailed inspections required by this AD, is 
replacing the screw/lug-type windshields with windshields having pin/
socket-type power connections. This option is specified in paragraph 
(k) of this AD. However, we also consider a properly installed screw/
lug connector to provide an adequate conductive path to prevent 
overheating of the electrical connection. This is addressed in the 
requirements of paragraphs (g), (h), and (i) of this AD. In addition, 
if we were to add a requirement that operators must do that 
replacement, we would need to issue a supplemental NPRM, and therefore, 
would delay issuance of the final rule. To delay this final rule would 
be inappropriate, since we have determined that an unsafe condition 
exists and the actions required by this AD adequately address the 
identified unsafe condition. We have not changed the AD in this regard.

Requests for Additional Terminating Action

    Boeing requested that GKN Aerospace (GKN) windshields having part 
numbers (P/Ns) 141T4800-15 and 141T4800-16 (with pin/socket terminals) 
be approved as optional parts for the terminating action specified in 
paragraph (k) of the NPRM (77 FR 24643, April 25, 2012).
    We agree with the commenter's request, because we have approved 
alternative methods of compliance (AMOCs) for paragraphs (f), (g), (h), 
and (i) of AD 2010-15-01, Amendment 39-16367 (75 FR 39804, July 13, 
2010), to allow installation of GKN windshields having P/Ns 141T4800-15 
and 141T4800-16 for Model 757 airplanes only.
    We have added new paragraphs (n)(3) and (n)(4) to this AD, which 
state that AMOCs approved previously in accordance with AD 2010-15-01 
are approved as AMOCs for the actions

[[Page 73899]]

specified in paragraphs (g), (h), (i), (j), and (k) of this AD.
    In addition, AAL stated that installation of a GKN flight deck 
windshield having P/N 141T4800 should be included as a terminating 
action to the inspection requirements stated in the NPRM (77 FR 24643, 
April 25, 2012). AAL stated that the P/N 141T4800 window does not 
incorporate the solder joint, which causes an extreme arcing ignition 
source and possible glass damage.
    We partially agree. We agree with AAL that damaged solder joints 
are a cause of electrical arcs, because the heat caused by a loose 
terminal exceeds the rated melting point of the solder, which could 
result in high voltage arcing that might damage the windshield glass. 
We disagree with AAL to include all GKN windshields having P/N 141T4800 
as terminating action for this AD because some of these have screw/lug 
heat terminals and some have pin/socket heat terminals. A main cause of 
an overheated terminal, and resultant melting of the solder and 
subsequent arcing, is a loose, cross-threaded, or incorrectly installed 
screw. Since we have received reports of arcing/smoking on GKN 
windshields having P/N 141T4800 with screw/lug heat terminals, we have 
determined that these windshields do not provide an acceptable level of 
safety without accomplishing the repetitive inspections required by 
this AD and cannot be included as a terminating action for this AD. 
Windshields with pin/socket heat terminals are terminating action as 
specified in paragraphs (k) and (n)(4) of this AD. We have not changed 
the AD in this regard.

Request To Change the Compliance Time

    FedEx recommended retaining the 500-flight-hour or 150-day 
compliance time, whichever occurs first, as specified in Boeing Special 
Attention Service Bulletin 757-30-0019, Revision 3, dated December 16, 
2011, for certain inspections, in lieu of the 500 flight hours proposed 
by the NPRM (77 FR 24643, April 25, 2012). FedEx stated that some 
airplanes have a low average utilization rate (3.3 or less flight hours 
per day) and it is possible to reach 150 days before 500 flight hours.
    We do not agree to change the compliance time. We have determined 
that the 150-day compliance time is too restrictive, and a compliance 
time of 500 flight hours for the initial and certain other inspections 
addresses the identified unsafe condition soon enough to ensure an 
adequate level of safety. As we noted in the NPRM (77 FR 24643, April 
25, 2012), this difference between Boeing Special Attention Service 
Bulletin 757-30-0019, Revision 3, dated December 16, 2011, and this AD 
was coordinated with Boeing. We have not changed the AD in this regard.

Request To Change Repetitive Inspection Interval

    FedEx recommended having one repetitive inspection interval for 
both GKN and PPG windows. FedEx recommended a repetitive inspection 
interval of 6,000 flight hours or 24 months, whichever occurs first. 
FedEx stated that this will help operators manage the repetitive 
inspection interval without the need to require maintenance ``to check 
on the manufacturer of the windows and/or part numbers.''
    We disagree with having the same repetitive inspection interval for 
both GKN and PPG windows. Having this one inspection interval would 
reduce the repetitive inspection interval for the GKN-manufactured 
windshields from 12,000 flight hours or 48 months, to 6,000 flight 
hours or 24 months, whichever occurs later. The reason for the longer 
repetitive inspection interval for the GKN windshields is that the 
frequency of overheat/arcing events on the GKN windshields with screw/
lug-type electrical connections is significantly lower and the effects 
are not as severe as those of the PPG windshields. FedEx may choose to 
inspect all its airplanes at the more restrictive interval, if desired, 
to simplify its maintenance program. We have not changed the AD in this 
regard.

Requests To Change the Replacement Window Inspection Requirements

    FedEx and UPS requested we delete the requirements of paragraph (i) 
of the NPRM (77 FR 24643, April 25, 2012). In eliminating paragraph (i) 
from the NPRM, FedEx also suggested that we change the repetitive 
inspection intervals specified in paragraphs (g)(1) and (g)(2) of the 
NPRM to ``every 500 flight hours'' (reduced from 6,000 or 12,000 flight 
hours, as proposed) or 150 days (reduced from 24 or 48 months, as 
proposed), whichever comes first, to address the unsafe condition. 
FedEx and UPS stated that it is difficult for the operators to meet the 
requirements of paragraph (i) of the NPRM, especially if the windshield 
is removed due to pilot and/or maintenance write-ups and/or non-routine 
findings during operation.
    We do not agree to remove paragraph (i) of the AD, or to change the 
repetitive inspection intervals of paragraphs (g)(1) and (g)(2) of the 
NPRM (77 FR 24643, April 25, 2012). However, we have revised paragraph 
(i) of this AD to limit the inspection to windshields that are replaced 
and connections that are re-assembled in accordance with the 
requirements of this AD. The current Boeing Model 757 airplane 
maintenance manual (AMM) provides instructions for tasks associated 
with the windshield heating system, including replacement of a 
windshield with another windshield with screw/lug electrical connectors 
and for testing of the window heater element loop resistance. These 
tasks specify the correct torque for assembly of the windshield 
electrical terminal connections. We find that re-inspecting windshields 
after replacement or disassembly as part of routine maintenance is not 
necessary since the AMM specifies the proper torque.
    We have revised (and reformatted) paragraph (i) of this AD to 
clarify that the inspections are done on windshields replaced or 
connections re-assembled in accordance with the service information 
specified in this AD. Therefore, this AD only requires re-inspection of 
windshield terminal installations on airplanes on which corrective 
actions required by this AD must be done.

Request for Clarification of Re-Assembly

    UPS questioned whether popping off the plastic cover on the 
Wallace-Black and Cory/Tri-Star lug connectors to gain access for 
visual inspection is a ``re-assembly'' when the cover is popped back 
on. UPS stated that if it is a re-assembly, then another re-inspection 
is required at 500 flight hours, which starts a repetitive inspection 
loop that cannot be terminated. UPS stated that the only conceivable 
reason for ``re-assembling'' any J1, J4, or J5 connection would be for 
a finding of an improper assembly (i.e., cross-threading, gapping, low 
screw torque, loose screw), and that these issues have been adequately 
addressed in AD 2010-15-01, Amendment 39-16367 (75 FR 39804, July 13, 
2010), and in the previous inspections of the NPRM (77 FR 24643, April 
25, 2012).
    We agree to provide clarification. Removing and installing the 
cover, as described in Figure 1 and Figure 2 of the Accomplishment 
Instructions of Boeing Special Attention Service Bulletin 757-30-0019, 
Revision 3, dated December 15, 2011, is not considered ``re-assembly'' 
for the requirements specified in paragraph (i) of this AD. We have not 
changed the AD in this regard.

Request To Revise the AMM

    UPS requested that the Boeing AMM be revised to include the re-
inspection

[[Page 73900]]

requirements of paragraph (i) of the NPRM (77 FR 24643, April 25, 
2012), or that a requirement similar to a critical design configuration 
control limitation/airworthiness limitation (CDCCL/AWL) be added to the 
appropriate AMM section. UPS stated that the re-inspection requirements 
in paragraph (i) of the NPRM include unscheduled maintenance 
activities, and UPS, like other operators, has no means to identify and 
impose a required re-inspection when the re-inspection is not in the 
instructions for continued airworthiness (ICAs), namely, the AMM. UPS 
stated that having the operator change its manual to include a 
``unique'' requirement is not a viable solution.
    We disagree with the request. However, as previously stated, we 
have removed the requirement to inspect windows replaced during normal 
maintenance. We find that the safety of the fleet of affected airplanes 
will be ensured by the revised requirements of paragraph (i) of this 
AD. In addition, if we were to add a requirement to include a CDCCL or 
AWL in the maintenance program instead of the inspection specified in 
paragraph (i) of this AD, we would need to issue a supplemental NPRM, 
and therefore, would delay issuance of the final rule. To delay this 
final rule would be inappropriate, since we have determined that an 
unsafe condition exists and the actions required by this AD, including 
the inspections specified in paragraph (i) of this AD, must be 
conducted to ensure continued safety. We have not changed the AD in 
this regard.

Request for Temporary Repair for Missing Terminal Covers

    UPS requested approval to operate with missing plastic protective 
terminal covers on the lug-screw-style connectors. UPS stated that, 
with the increased amount of inspection activity required on these 
terminals, it is common for the plastic protective covers to be 
missing. UPS stated that Boeing Special Attention Service Bulletin 757-
30-0019, Revision 3, dated December 15, 2011, specifies the inspection 
of these covers for signs of heat damage. UPS stated that there is no 
provision for a missing cover. UPS requested that provisions be made 
for dispatching an airplane with a simple temporary repair for those 
instances when a cover is missing; since failure to resolve this minor 
point will result in grounded airplanes for the sake of an inexpensive 
cover.
    We partially agree. We disagree with granting approval to operate 
with missing plastic protective terminal covers on the lug-screw-style 
connectors in this AD. We agree that the availability of an alternative 
to seal the windshield terminal(s) would provide relief if the type 
design part is missing from the terminal and it is not readily 
available at the time it is needed. According to Boeing, the use of Dow 
Corning RTV-3145 sealant, also called DC-3145 potting compound, would 
be acceptable to use in place of the missing cover. The procedure to 
apply the DC-3145 sealant is specified in the Boeing Standard Wiring 
Practices Manual, Chapter 20-60-08. Operators can submit a request for 
an AMOC, including the specific details of when and how this 
substitution would be used, in accordance with the procedures specified 
in paragraph (n) of this AD. We have not changed the AD in this regard.

Additional Changes Made to This AD

    We have added new paragraph (c)(3) to this AD to state that 
installation of Supplemental Type Certificate (STC) ST01920SE (http://
rgl.faa.gov/Regulatory-and-Guidance-Library/rgstc.nsf/0/
082838ee177dbf62862576a4005cdfc0/$FILE/ST01920SE.pdf) does not affect 
the ability to accomplish the actions required by this AD. Therefore, 
for airplanes on which STC ST01920SE is installed, a ``change in 
product'' AMOC approval request is not necessary to comply with the 
requirements of 14 CFR 39.17. For all other AMOC requests, the operator 
must request approval for an AMOC in accordance with the procedures 
specified in paragraph (n) of this AD.

Conclusion

    We reviewed the relevant data, considered 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 minor changes:
     Are consistent with the intent that was proposed in the 
NPRM (77 FR 24643, April 25, 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 24643, April 25, 2012).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of the AD.

Costs of Compliance

    We estimate that this AD affects 664 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
             Action                    Labor cost         Parts cost      Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Detailed inspection of            3 work-hours x $85                $0  $255 per inspection  $169,320 per
 windshields.                      per hour = $255 per                   cycle.               inspection cycle.
                                   inspection cycle.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary corrective 
actions that would be required based on the results of the inspection. 
We have no way of determining the number of aircraft that might need 
these corrective actions.

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
               Action                        Labor cost                Parts cost            Cost per product
----------------------------------------------------------------------------------------------------------------
Windshield replacement and changes    9 work-hours x $85 per    $19,687 per windshield.  $20,452 per windshield.
 to related wiring including lug       hour = $765 per
 replacement.                          windshield.
----------------------------------------------------------------------------------------------------------------

[[Page 73901]]

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

    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 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.

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

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 airworthiness 
directive (AD):

2012-25-03 The Boeing Company: Amendment 39-17284; Docket No. FAA-
2012-0421; Directorate Identifier 2011-NM-042-AD.

(a) Effective Date

    This AD is effective January 16, 2013.

(b) Affected ADs

    This AD affects AD 2010-15-01, Amendment 39-16367 (75 FR 39804, 
July 13, 2010).

(c) Applicability

    This AD applies to The Boeing Company airplanes, certificated in 
any category, as identified in paragraphs (c)(1) and (c)(2) of this 
AD.
    (1) Model 757-200, -200PF, and -200CB series airplanes 
identified in Boeing Special Attention Service Bulletin 757-30-0019, 
Revision 3, dated December 16, 2011.
    (2) Model 757-300 airplanes identified in Boeing Special 
Attention Service Bulletin 757-30-0020, Revision 3, dated December 
16, 2011.
    (3) Installation of Supplemental Type Certificate (STC) 
ST01920SE (http://rgl.faa.gov/Regulatory--and--Guidance--Library/
rgstc.nsf/0/082838ee177dbf62862576a4005cdfc0/$FILE/ST01920SE.pdf) 
does not affect the ability to accomplish the actions required by 
this AD. Therefore, for airplanes on which STC ST01920SE is 
installed, a ``change in product'' alternative method of compliance 
(AMOC) approval request is not necessary to comply with the 
requirements of 14 CFR 39.17. For all other AMOC requests, the 
operator must request approval for an AMOC in accordance with the 
procedures specified in paragraph (n) of this AD.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 30, Ice and Rain Protection.

(e) Unsafe Condition

    This AD was prompted by a report of in-flight fracture of the 
right windshield (window 1) on the flight deck and multiple reports 
of electrical arcs at the terminal blocks of the flight deck 
windshields resulting in smoke and fire. We are issuing this AD to 
prevent smoke and fire in the flight deck, which can lead to loss of 
visibility, and injuries to or incapacitation of the flightcrew.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Inspection and Repair

    Within 500 flight hours after the effective date of this AD, 
except as required by paragraph (h) of this AD: Do a detailed 
inspection for damage of the wiring and electrical terminal blocks 
(J1, J4, and J5 terminals) at the left and right flight deck window 
1 windshield, and do all applicable corrective actions, by 
accomplishing all the applicable actions specified in the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 757-30-0019, Revision 3, dated December 16, 2011 (for Model 
757-200, -200PF, and -200CB series airplanes); or Boeing Special 
Attention Service Bulletin 757-30-0020, Revision 3, dated December 
16, 2011 (for Model 757-300 series airplanes). Except as provided by 
paragraph (j) of this AD, do all applicable corrective actions 
before further flight. Repeat the detailed inspection thereafter at 
the applicable interval specified in paragraph (g)(1) or (g)(2) of 
this AD. Doing the replacement specified in paragraph (k) of this AD 
terminates the repetitive inspection requirements of this paragraph 
for that replaced flight deck windshield.
    (1) For flight deck windshields manufactured by GKN Aerospace 
(GKN) with screw/lug electrical connections, repeat the detailed 
inspection thereafter at intervals not to exceed 12,000 flight hours 
or 48 months, whichever occurs later.
    (2) For flight deck windshields manufactured by PPG Aerospace 
(PPG) with screw/lug electrical connections, repeat the detailed 
inspection thereafter at intervals not to exceed 6,000 flight hours 
or 24 months, whichever occurs later.

(h) Compliance Time Exception for Previous Inspection

    For airplanes on which inspections of the J1, J4, and J5 
terminals specified in the Accomplishment Instructions of Boeing 
Special Attention Service Bulletin 757-30-0019, Revision 2, dated 
April 19, 2010 (for Model 757-200, -200PF, and -200CB series 
airplanes); or Boeing Special Attention Service Bulletin 757-30-
0020, Revision 2, dated March 31, 2010 (for Model 757-300 series 
airplanes); were accomplished before the effective date of this AD: 
Do the actions required by paragraph (g) of this AD at the 
applicable compliance time specified in paragraphs (h)(1) and (h)(2) 
of this AD. Repeat the inspection thereafter at the applicable 
intervals specified in paragraph (g)(1) or (g)(2) of this AD.
    (1) For flight deck windshields manufactured by GKN with screw/
lug electrical connections: At the later of the times specified in 
paragraphs (h)(1)(i) and (h)(1)(ii) of this AD.
    (i) Within 12,000 flight hours or 48 months, whichever occurs 
later, after accomplishing the inspection.
    (ii) Within 500 flight hours after the effective date of this 
AD.
    (2) For flight deck windshields manufactured by PPG with screw/
lug electrical connections: At the later of the times specified in 
paragraphs (h)(2)(i) and (h)(2)(ii) of this AD.
    (i) Within 6,000 flight hours or 24 months, whichever occurs 
later, after accomplishing the inspection.
    (ii) Within 500 flight hours after the effective date of this 
AD.

(i) Inspection for Replaced Windshield or Re-Assembled Heat Power 
Connection

    (1) For airplanes on which any windshield is replaced after the 
effective date of this AD

[[Page 73902]]

with a windshield that uses screws and lugs for electrical heat 
connection, in accordance with the Accomplishment Instructions of 
Boeing Special Attention Service Bulletin 757-30-0019, Revision 3, 
dated December 16, 2011 (for Model 757-200, -200PF, and -200CB 
series airplanes); or Boeing Special Attention Service Bulletin 757-
30-0020, Revision 3, dated December 16, 2011 (for Model 757-300 
series airplanes): Do the actions required by paragraph (g) of this 
AD within 500 flight hours after the windshield replacement; and 
thereafter at the applicable interval specified in paragraph (g)(1) 
or (g)(2) of this AD.
    (2) For airplanes on which any windshield heat power connection 
is re-assembled after the effective date of this AD on windshields 
that use screws and lugs for windshield heat connections, in 
accordance with the Accomplishment Instructions of Boeing Special 
Attention Service Bulletin 757-30-0019, Revision 3, dated December 
16, 2011 (for Model 757-200, -200PF, and -200CB series airplanes); 
or Boeing Special Attention Service Bulletin 757-30-0020, Revision 
3, dated December 16, 2011 (for Model 757-300 series airplanes): Do 
the actions required by paragraph (g) of this AD within 500 flight 
hours after the connection re-assembly; and thereafter at the 
applicable interval specified in paragraph (g)(1) or (g)(2) of this 
AD.

(j) Exception to Compliance Time for Certain Windshield Replacement

    If, during the inspection required by paragraph (g) or (i) of 
this AD, the screw is found cross threaded: Do the applicable 
actions specified in paragraph (j)(1) or (j)(2) of this AD.
    (1) If the terminal lug is loose and cannot be tightened: Before 
further flight, replace that windshield, in accordance with the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 757-30-0019, Revision 3, dated December 16, 2011 (for Model 
757-200, -200PF, and -200CB series airplanes); or Boeing Special 
Attention Service Bulletin 757-30-0020, Revision 3, dated December 
16, 2011 (for Model 757-300 series airplanes).
    (2) If the terminal lug is tight or can be tightened: Replace 
that windshield within 500 flight hours after the inspection, in 
accordance with the Accomplishment Instructions Boeing Special 
Attention Service Bulletin 757-30-0019, Revision 3, dated December 
16, 2011 (for Model 757-200, -200PF, and -200CB series airplanes); 
or Boeing Special Attention Service Bulletin 757-30-0020, Revision 
3, dated December 16, 2011 (for Model 757-300 series airplanes).

(k) Optional Terminating Action

    Replacing a flight deck windshield that uses screws and lugs for 
the electrical connections with a flight deck windshield that uses 
pins and sockets for the electrical connections, in accordance with 
the Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 757-30-0019, Revision 3, dated December 16, 2011 (for Model 
757-200, -200PF, and -200CB series airplanes); or Boeing Special 
Attention Service Bulletin 757-30-0020, Revision 3, dated December 
16, 2011 (for Model 757-300 series airplanes); ends the repetitive 
inspection requirements of paragraph (g) of this AD for that 
windshield.

(l) Related AD Termination

    Accomplishing the actions required by this AD terminates the 
requirements of paragraphs (g), (j), and (k) of AD 2010-15-01, 
Amendment 39-16367 (75 FR 39804, July 13, 2010), for that airplane 
only.

(m) Credit for Previous Actions

    This paragraph provides credit for the actions required by this 
AD, if those actions were performed before the effective date of 
this AD using Boeing Special Attention Service Bulletin 757-30-0019, 
Revision 2, dated April 19, 2010 (for Model 757-200, -200PF, and -
200CB series airplanes); or Boeing Special Attention Service 
Bulletin 757-30-0020, Revision 2, dated March 31, 2010 (for Model 
757-300 series airplanes); which are not incorporated by reference 
in this AD.

(n) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle Aircraft Certification Office (ACO), 
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 manager of the ACO, send it to the 
attention of the person identified in the Related Information 
section of this AD. Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
    (2) 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.
    (3) AMOCs approved previously in accordance with AD 2010-15-01, 
Amendment 39-16367 (75 FR 39804, July 13, 2010), that are associated 
with the J5 (lower) terminal only are approved as AMOCs for the 
actions specified in paragraphs (g), (h), (i), (j), and (k) of this 
AD for the J5 (lower) terminal only.
    (4) AMOCs approved previously in accordance with AD 2010-15-01, 
Amendment 39-16367 (75 FR 39804, July 13, 2010), that install 
windows with pin/socket electrical connectors (both upper and lower) 
are approved as AMOCs for the actions specified in paragraphs (g), 
(h), (i), (j), and (k) of this AD.

(o) Related Information

    (1) For more information about this AD, contact Elias 
Natsiopoulos, Aerospace Engineer, Systems and Equipment Branch, ANM-
130S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind 
Avenue SW., Renton, WA 98057-3356; phone: 425-917-6478; fax: 425-
917-6590; email: Elias.Natsiopoulos@faa.gov.
    (2) For Boeing service information identified in this AD, 
contact Boeing Commercial Airplanes, Attention: Data & Services 
Management, P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; 
telephone 206-544-5000, extension 1; fax 206-766-5680; Internet 
https://www.myboeingfleet.com. You may review copies of the 
referenced service information at the FAA, Transport Airplane 
Directorate, 1601 Lind Avenue SW., Renton, WA. For information on 
the availability of this material at the FAA, call 425-227-1221.

(p) 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) Boeing Special Attention Service Bulletin 757-30-0019, 
Revision 3, dated December 16, 2011.
    (ii) Boeing Special Attention Service Bulletin 757-30-0020, 
Revision 3, dated December 16, 2011.
    (3) For Boeing service information identified in this AD, 
contact Boeing Commercial Airplanes, Attention: Data & Services 
Management, P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; 
telephone 206-544-5000, extension 1; fax 206-766-5680; Internet 
https://www.myboeingfleet.com.
    (4) You may review copies of the referenced service information 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, 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/ibr-locations.html.

    Issued in Renton, Washington, on November 30, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-29714 Filed 12-11-12; 8:45 am]
BILLING CODE 4910-13-P