AD 2010-15-01 Airworthiness Directives; The Boeing Company Model 757 Airplanes, Model 767 Airplanes, and Model 777-200 and -300 Series Airplanes

This AD applies to the airplanes identified in Table 1 of this AD, certificated in any category. Table 1—Airplanes Affected by This AD The Boeing Company Model- As identified in Boeing Special Attention Service Bulletin- 757-200, -200CB, and -200PF series airplanes 757-30-0019, Revision 2, dated April 19, 2010. 757-300 series airplanes 757-30-0020, Revision 2, dated March 31, 2010. 767-200, -300, and -300F series airplanes 767-30-0039, dated December 5, 2007. 767-400ER series airplanes 767-30-0041, dated December 5, 2007. 777-200 and -300 series airplanes 777-30-0012, Revision 2, dated December 19, 2007.

Comply with this AD within the compliance times specified, unless already done. Inspection and Corrective Actions (f) Within 500 flight hours after the effective date of this AD, do a detailed inspection for damage (including arcing, loose terminal, or heat damage) of the electrical terminal (J5 terminal) at the left and right flightdeck window 1, and do all applicable corrective actions, by accomplishing all the actions for the J5 terminal specified in Work Packages 1 and 2 of the applicable service bulletin specified in Table 1 of this AD, except as provided by paragraph (h) of this AD. Except as provided by paragraph (h) of this AD, do all applicable corrective actions before further flight. Except as provided by paragraph (g) of this AD, repeat the detailed inspection at the applicable interval specified in paragraph (f)(1) or (f)(2) of this AD. Doing the replacement specified in paragraph (i) of this AD terminates the repetitive inspection requirements of this paragraph for the replaced flightdeck window 1. (1) For flightdeck windows manufactured by 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 flightdeck windows manufactured by 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. (g) For airplanes on which replacement with a new window 1 that uses screws and lugs for the electrical connections is done in accordance with Work Package 1 or 2 of the applicable service bulletin specified in Table 1 of this AD: Do the next detailed inspection within 500 flight hours after the corrective action, and repeat the inspection thereafter at the applicable interval specified in paragraph (g)(1) or (g)(2) of this AD. Doing the replacement specified in paragraph (i) of this AD terminates the repetitive inspection requirements of this paragraph for the replaced flightdeck window 1. (1) For flightdeck windows manufactured by 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 flightdeck windows manufactured by 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. Exceptions (h) Do the applicable actions specified in paragraph (f) of this AD except as provided by paragraphs (h)(1) and (h)(2) of this AD. (1) If, during the inspection required by paragraph (f) of this AD, the screw is cross threaded and the terminal lug is tight, do the applicable corrective action within 150 days or 500 flight hours after the inspection, whichever occurs first. (2) Where paragraph 1.E. of Boeing Special Attention Service Bulletin 757-30-0020, Revision 2, dated March 31, 2010, and Boeing Special Attention Service Bulletin 757-30-0019, Revision 2, dated April 19, 2010, states in the “Action” column to (for example) “ * * * replace windshield in accordance with Work Package 1, step 3. and Work Package 2, step 3,” the intent of the applicable service bulletin is to state, “ * * * Work Package 1, step 3. or Work Package 2, as applicable * * *.” Operators are to use one or the other (or both) work instruction, as applicable, to replace the window(s) that need replacing. Optional Terminating Action (i) Replacing a flightdeck window 1 that uses screws and lugs for the electrical connections with a flightdeck window that uses pins and sockets for the electrical connections in accordance with Work Packages 3 or 4 of the applicable service bulletin specified in Table 1 of this AD ends the repetitive inspection requirements of this AD for that window 1. Credit for Actions Accomplished Previously (j) Actions done before the effective date of this AD in accordance with the applicable service bulletin specified in Table 2 of this AD are acceptable for compliance with the corresponding requirements of this AD. Table 2—Acceptable Service Bulletins Boeing Special Attention Service Bulletin— Revision— Dated— 757-30-0019 Original July 19, 2006. 757-30-0019 1 December 19, 2007. 757-30-0020 Original July 19, 2006. 757-30-0020 1 December 19, 2007. 777-30-0012 Original April 15, 2004. 777-30-0012 1 June 2, 2006. Alternative Methods of Compliance (AMOCs) (k)(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. Send information to ATTN: Louis Natsiopoulos, Aerospace Engineer, Systems and Equipment Branch, ANM-130S, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone (425) 917-6478; fax (425) 917-6590. Information may be e-mailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov. (2) To request a different method of compliance or a different compliance time for this AD, follow the procedures in 14 CFR 39.19. Before using any approved AMOC on any airplane to which the AMOC applies, notify your principal maintenance inspector (PMI) or principal avionics inspector (PAI), as appropriate, or lacking a principal inspector, your local Flight Standards District Office. The AMOC approval letter must specifically reference this AD. Material Incorporated by Reference (l) You must use the applicable service information contained in Table 3 of this AD to do the actions required by this AD, unless the AD specifies otherwise. If you accomplish the optional actions specified by this AD, you must use the applicable service information specified in Table 3 of this AD to perform those actions, unless the AD specifies otherwise. (1) The Director of the Federal Register approved the incorporation by reference of this service information under 5 U.S.C. 552(a) and 1 CFR part 51. (2) For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-544-5000, extension 1, fax 206-766-5680; e-mail me.boecom@boeing.com; Internet https://www.myboeingfleet.com. (3) You may review copies of the service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information on the availability of this material at the FAA, call 425-227-1221. (4) You may also review copies of the 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/code_of_federal_regulations/ibr_locations.html. Table 3—Material Incorporated by Reference Boeing Special Attention Service Bulletin— Revision— Dated— 757-30-0019 2 April 19, 2010. 757-30-0020 2 March 31, 2010. 767-30-0039 Original December 5, 2007. 767-30-0041 Original December 5, 2007. 777-30-0012 2 December 19, 2007. Issued in Renton, Washington, on July 6, 2010. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2010-17046 Filed 7-9-10; 4:15 pm] BILLING CODE 4910-13-P

This AD results from several reports of electrical arcs at the terminal blocks of the electrically heated flightdeck window 1. We are issuing this AD to prevent smoke and fire in the cockpit, which could lead to loss of visibility, and injuries to or incapacitation of the flightcrew.