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A line mechanic reports that no published serviceability limits exists for v-chips or crack damages in their engineering document 56-11-00; for cockpit acrylic windows on B767 aircraft. Only glass window pane damage limits are published; raising question of when do cracks become un-serviceable in acrylic windows.
| Attributes | |
| ACN | 1002503 |
| Time | |
| Date | 201204 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | B767-300 and 300 ER |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Parked |
| Component | |
| Aircraft Component | Cockpit Window |
| Person 1 | |
| Function | Technician |
| Qualification | Maintenance Airframe Maintenance Powerplant |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Procedural FAR |
Narrative:
There is always a debate on window serviceability when determining limits on acrylic windows. For example; today a B767-300 aircraft had small cracks in the [cockpit] L3 window [#3 left]. Our air carrier engineering document 56-11-00 for B767 aircraft states no v-chips or cracks are permissible in any glass pane. There are no published limits for acrylic windows in our company engineering document. Can one assume that glass limits pertain to acrylic; or do acrylic windows have different limits. If so; when do cracks becomes unserviceable in acrylic windows? Suggest [engineering] clearly define serviceability of acrylic windows in company engineering document 56-11-00 for B767; or remove all references to glass; thereby only having a window pane limit regardless of its construction [material].
Original NASA ASRS Text
Title: A Line Mechanic reports that no published serviceability limits exists for V-chips or crack damages in their Engineering Document 56-11-00; for cockpit acrylic windows on B767 aircraft. Only glass window pane damage limits are published; raising question of when do cracks become un-serviceable in acrylic windows.
Narrative: There is always a debate on window serviceability when determining limits on acrylic windows. For example; today A B767-300 aircraft had small cracks in the [cockpit] L3 Window [#3 Left]. Our Air Carrier Engineering Document 56-11-00 for B767 aircraft states no V-chips or cracks are permissible in any glass pane. There are no published limits for acrylic windows in our company Engineering Document. Can one assume that glass limits pertain to acrylic; or do acrylic windows have different limits. If so; when do cracks becomes unserviceable in acrylic windows? Suggest [Engineering] clearly define serviceability of acrylic windows in company Engineering Document 56-11-00 for B767; or remove all references to glass; thereby only having a window pane limit regardless of its construction [material].
Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.