[Federal Register Volume 78, Number 171 (Wednesday, September 4, 2013)]
[Rules and Regulations]
[Pages 54377-54380]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2013-21071]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0094; Directorate Identifier 2012-NM-160-AD;
Amendment 39-17573; AD 2013-17-09]
RIN 2120-AA64
Airworthiness Directives; Airbus Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: We are adopting a new airworthiness directive (AD) for all
Airbus Model A318, A319, A320, and A321 series airplanes. This AD was
prompted by reports that certain trimmable horizontal stabilizer
actuators (THSA) were found with corrosion that affected the ballscrew
lower splines between the tie-bar and screw-jack. This AD requires
repetitive inspections of the THSA; ballscrew integrity tests, if
necessary; and replacement of affected THSAs. We are issuing this AD to
detect and correct corrosion in the ballscrew lower splines, which, if
the ballscrew ruptured, could lead to transmission of THSA torque loads
from the ballscrew to the tie-bar, prompting THSA blowback, and
possible loss of control of the airplane.
DATES: This AD becomes effective October 9, 2013.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of October 9,
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, WA 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.
The NPRM was published in the Federal Register on February 26, 2013 (78
FR 12988). The NPRM proposed to correct an unsafe condition for the
specified products. The European Aviation Safety Agency (EASA), which
is the aviation authority for the Member States of the European
Community, has issued EASA Airworthiness Directive 2012-0175, dated
September 7, 2012 (referred to after this as the Mandatory Continuing
Airworthiness Information, or ``the MCAI''), to correct an unsafe
condition for the specified products. The MCAI states:
Some Trimmable Horizontal Stabilizer Actuators (THSA), Part
Number (P/N) 47147-500 fitted on A330/A340 aeroplanes have been
found with corrosion, affecting the ballscrew lower splines between
the tie bar and the screw-jack. The affected ballscrew is made of
steel and anti-corrosion protection is ensured, except on both
extremities (upper and lower splines) where Molykote is applied.
The results of the technical investigations have identified that
the corrosion was caused by a combination of:
--contact/friction between the tie bar and the inner surface of the
ballscrew leading to the removal of Molykote (corrosion protection)
at the level of the tie bar splines,
--humidity ingress initiating surface oxidation starting from areas
where Molykote is removed, and
--water retention in THSA lower part leading to corrosion spread out
and to the creation of a brown deposit (iron oxide).
The results of the technical investigations have also concluded
that A320 family THSA P/N 47145-XXX (where XXX stands for any
numerical value) ballscrews might be affected by this corrosion
issue.
This condition, if not detected and corrected, may lead, in case
of ballscrew rupture, to loss of transmission of THSA torque loads
from the ballscrew to the tie-bar, prompting THSA blowback, possibly
resulting in loss of control of the aeroplane.
For the reasons described above, this [EASA] AD requires
repetitive detailed inspections of the ballscrew lower splines of
THSAs having P/N 47145-XXX to detect corrosion and, depending on
findings, the accomplishment of applicable corrective actions.
The required actions are repetitive detailed inspections of the gaps
between the ballscrew shaft and tie-rod splines of the affected THSAs
to determine the corrosion category. Depending on the corrosion
category, additional actions include a ballscrew shaft integrity test
and replacing the THSA if necessary. 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.
Requests To Allow Replacement of a THSA With a Part That Is Not New
Delta Airlines (DAL) and United Airlines (UAL) requested that
paragraph (i) of the NPRM (78 FR 12988, February 26, 2013) be revised
to delete the word ``new'' so a part other than a new part could be
used to replace an affected THSA. DAL requested that the replacement
requirements be changed to allow for the installation of a THSA unit
overhauled using the instructions in the applicable Goodrich component
maintenance manual instead of a new THSA part. DAL stated that if Type
I or Type II corrosion is found on an affected THSA, the corroded
ballscrew and claw (end stop) could be easily replaced if the guidance
in the applicable Goodrich component maintenance manual is followed.
DAL suggested that replacing the ballscrew and the claw would restore
the integrity and the level of safety of the assembly. DAL also pointed
out that obtaining a new THSA may be difficult because demand may
outpace supply and airplanes might be grounded while waiting for parts.
UAL stated that it is not necessary to replace an affected THSA
with a brand new THSA and that any THSA inspected in accordance with
the Accomplishment Instructions of Airbus Service Bulletin A320-27-
1214, including Appendix 01, dated February 23, 2012, that is
determined to have Type I corrosion (i.e., no corrosion), should be
acceptable as a replacement part.
We agree with both commenters' statements that affected THSAs do
not need to be replaced with new parts. Our intent is that an affected
THSA is replaced with a part that meets the
[[Page 54378]]
criteria specified in paragraph (l) of this final rule. We revised
paragraphs (i)(1), (i)(2), and (i)(3) of this final rule to remove the
word ``new'' and to state to replace an affected THSA with a THSA that
meets the criteria specified in paragraph (l) of this final rule.
We do not agree with DAL's request to allow for the installation of
a THSA unit that was overhauled using the applicable Goodrich component
maintenance manual. We do not have a way to determine if an overhauled
THSA is airworthy. We also disagree with UAL's recommendation that any
THSA inspected in accordance with the Accomplishment Instructions of
Airbus Service Bulletin A320-27-1214, including Appendix 01, dated
February 23, 2012, that is determined to have Type I corrosion, should
be acceptable as a replacement part. In addition to the inspection
requirement in paragraph (h) of this final rule, we must ensure that a
THSA utilized as a replacement part meets the applicable requirements
in paragraphs (l)(1) and (l)(2) of this AD. No change was made to this
final rule in this regard. However, we have revised paragraph (l) of
this final rule to provide clarification of the criteria for parts
installation.
Request To Reference Revised Vendor Service Information
Airbus requested that paragraphs (g), (h), and (i) of the NPRM (78
FR 12988, February 26, 2013) be revised to reference the current
revision of the Goodrich service information. Goodrich has issued
Service Bulletin 47145-27-16, Revision 2, dated January 7, 2013. Airbus
noted that the definition of THSA first flight was changed in Revision
2 of Goodrich Service Bulletin 47145-27-16, dated January 7, 2013, and
requested that paragraph (g) of the NPRM be revised to include this
definition. Airbus also requested that credit be given for actions that
were accomplished before the effective date of this final rule using
Goodrich Service Bulletin 47145-27-16, dated November 7, 2011; and
Revision 1, dated August 1, 2012.
We agree with the commenter's requests and have revised paragraphs
(g), (h), and (i) of this final rule to reference Goodrich Service
Bulletin 47145-27-16, Revision 2, dated January 7, 2013. We have also
revised the definition of THSA first flight in paragraph (g) of this
final rule to include the information provided in Goodrich Service
Bulletin 47145-27-16, Revision 2, dated January 7, 2013. In addition,
we included a new paragraph (m) to provide credit for actions done
prior to the effective date of this AD using Goodrich Service Bulletin
47145-27-16, dated November 7, 2011; or Revision 1, dated August 1,
2012; and reidentified the subsequent paragraphs accordingly.
Request To Clarify When Repetitive Inspections of THSAs Should Start
UAL stated that the intent of paragraph (l)(2) of the NPRM (78 FR
12988, February 26, 2013) should be clarified to indicate that only
THSAs with more than 20 years accumulated since first flight need to be
inspected as required by paragraph (h) of the NPRM. UAL also asked if a
THSA should accumulate 20 years since first flight before an operator
must begin doing the repetitive inspections required by paragraph (h)
of the NPRM.
We agree that clarification is necessary. As discussed previously,
we revised paragraph (l) of this final rule, in part, to clarify that
only THSAs that have accumulated 20 years or more since first flight
are required to be inspected repetitively, as required by paragraph (h)
of this final rule. Paragraph (h) of this final rule requires an
initial inspection of the THSAs within 22 years accumulated by the THSA
since the THSA's first flight, but no earlier than 20 years accumulated
by the THSA since its first flight, or within three months after the
effective date of this final rule, and subsequent repetitive
inspections at intervals not to exceed 24 months.
Request To Revise Reporting Requirement
UAL requested that the reporting requirement in paragraph (k) of
the NPRM (78 FR 12988, February 26, 2013) be deleted if an inspection
finding reveals that the THSA has Type I corrosion (i.e., no
corrosion). UAL stated that only findings of Type II and Type III
corrosion should be reported.
We disagree that only findings of Type II and Type III corrosion
should be reported. Airbus has not determined terminating action for
the repetitive inspections required by this final rule, and reports of
Type I corrosion will be a factor in Airbus's decision. No change was
made to this final rule.
Conclusion
We reviewed the available data, including the comments received,
and determined that air safety and the public interest require adopting
this 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 (78 FR 12988, February 26, 2013) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (78 FR 12988, February 26, 2013).
Costs of Compliance
We estimate that this AD affects 755 products of U.S. registry. We
also estimate that it will take about 4 work-hours per product to
comply with the basic requirements of this AD. The average labor rate
is $85 per work-hour. Based on these figures, we estimate the cost of
this AD to the U.S. operators to be $256,700, or $340 per product.
In addition, we estimate that any necessary follow-on actions would
take about 15 work-hours and require parts costing $2,203, for a cost
of $3,478 per product. We have no way of determining the number of
products that may need these actions.
Paperwork Reduction Act
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to penalty for
failure to comply with a collection of information subject to the
requirements of the Paperwork Reduction Act unless that collection of
information displays a current valid OMB control number. The control
number for the collection of information required by this AD is 2120-
0056. The paperwork cost associated with this AD has been detailed in
the Costs of Compliance section of this document and includes time for
reviewing instructions, as well as completing and reviewing the
collection of information. Therefore, all reporting associated with
this AD is mandatory. Comments concerning the accuracy of this burden
and suggestions for reducing the burden should be directed to the FAA
at 800 Independence Ave., SW., Washington, DC 20591. ATTN: Information
Collection Clearance Officer, AES-200.
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
[[Page 54379]]
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
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 this AD, the MCAI, 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.
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 AD:
2013-17-09 Airbus: Amendment 39-17573. Docket No. FAA-2013-0094;
Directorate Identifier 2012-NM-160-AD.
(a) Effective Date
This airworthiness directive (AD) becomes effective October 9,
2013.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all Airbus Model A318-111, -112, -121, and -
122 airplanes; Airbus Model A319-111, -112, -113, -114, -115, -131,
-132, and -133 airplanes; Airbus Model A320-111, -211, -212, -214, -
231, -232, and -233 airplanes; and Airbus Model A321-111, -112, -
131, -211, -212, -213, -231, and -232 airplanes; certificated in any
category.
(d) Subject
Air Transport Association (ATA) of America Code 27, Flight
controls.
(e) Reason
This AD was prompted by reports that certain trimmable
horizontal stabilizer actuators (THSA) were found with corrosion
that affected the ballscrew lower splines between the tie-bar and
screw-jack. We are issuing this AD to detect and correct corrosion
in the ballscrew lower splines, which, if the ballscrew ruptured,
could lead to transmission of THSA torque loads from the ballscrew
to the tie-bar, prompting THSA blowback, and possible loss of
control 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) Definition of THSA First Flight
For the purposes of this AD, the definition of THSA first flight
is the THSA ``entry into service date,'' which is the date of the
first flight of the airplane on which the THSA was originally fitted
in production. All entry into service dates are included in the
table that appears after the Accomplishment Instructions in Goodrich
Service Bulletin 47145-27-16, Revision 2, dated January 7, 2013. If
the entry into service date is not included in this table, use the
manufacturing date engraved on the THSA's identification plate as
the ``entry into service date.''
(h) Repetitive Inspections
At the later of the times specified in paragraphs (h)(1) and
(h)(2) of this AD: Do a detailed inspection of the gaps between the
ballscrew shaft and tie-rod splines on any THSA having P/N 47145-XXX
(where XXX stands for any numerical value) to determine if the
corrosion category is Type I, Type II, or Type III, in accordance
with the Accomplishment Instructions of Airbus Service Bulletin
A320-27-1214, including Appendix 01, dated February 23, 2012; and
the Accomplishment Instructions and the flowchart following the
Accomplishment Instructions of Goodrich Service Bulletin 47145-27-
16, Revision 2, dated January 7, 2013. Repeat the inspection
thereafter at intervals not to exceed 24 months.
(1) Within 22 years accumulated by the THSA since the THSA's
first flight, but no earlier than 20 years accumulated by the THSA
since its first flight.
(2) Within three months after the effective date of this AD.
(i) Ballscrew Integrity Test and Corrective Actions
If, during any inspection required by paragraph (h) of this AD,
it is determined that a THSA has Type II or Type III corrosion:
Before further flight, do a ballscrew integrity test, in accordance
with the Accomplishment Instructions of Airbus Service Bulletin
A320-27-1214, including Appendix 01, dated February 23, 2012; and
the Accomplishment Instructions and the flowchart following the
Accomplishment Instructions of Goodrich Service Bulletin 47145-27-
16, Revision 2, dated January 7, 2013. If Type I corrosion is found,
no action is required by this paragraph.
(1) For THSAs having Type II or Type III corrosion and for which
the results of the ballscrew integrity test are not correct, as
specified in Airbus Service Bulletin A320-27-1214, including
Appendix 01, dated February 23, 2012: Before further flight, replace
the affected THSA with a THSA that meets the criteria specified in
paragraph (l) of this AD, in accordance with the Accomplishment
Instructions of Airbus Service Bulletin A320-27-1214, including
Appendix 01, dated February 23, 2012.
(2) For THSAs having Type III corrosion and on which the results
of the ballscrew integrity test are correct, as specified in Airbus
Service Bulletin A320 27-1214, including Appendix 01, dated February
23, 2012: Within 10 days after the most recent inspection, replace
the THSA with a THSA that meets the criteria specified in paragraph
(l) of this AD, in accordance with the Accomplishment Instructions
of Airbus Service Bulletin A320-27-1214, including Appendix 01,
dated February 23, 2012.
(3) For THSAs having Type II corrosion and on which the results
of the ballscrew integrity test are correct, as specified in Airbus
Service Bulletin A320 27-1214, including Appendix 01, dated February
23, 2012: Within 24 months or 5,000 flight cycles after the most
recent inspection, whichever occurs first, replace the THSA with a
THSA that meets the criteria specified in paragraph (l) of this AD,
in accordance with the Accomplishment Instructions of Airbus Service
Bulletin A320-27-1214, including Appendix 01, dated February 23,
2012.
(j) Replacement of a THSA is not Terminating Action
Replacement of a THSA, as required by paragraph (i) of this AD,
does not constitute terminating action for the repetitive
inspections required by paragraph (h) of this AD.
(k) Reporting Requirement
If any corrosion type is found during any inspection required by
paragraph (h) of this AD, at the applicable time specified in
paragraph (k)(1) or (k)(2) of this AD, report the findings to
Airbus, Customer Services
[[Page 54380]]
Engineering--SEEL5, Flight Control Systems A320 Family, 1 Rond Point
Maurice Bellonte, 31707 Blagnac Cedex, France; fax +33 5 61 93 44
25. The report must include the information specified in Appendix 01
of Airbus Service Bulletin A320-27-1214.
(1) If the inspection was done on or after the effective date of
this AD: Within 90 days after that inspection.
(2) If the inspection was done before the effective date of this
AD: Within 90 days after the effective date of this AD.
(l) Parts Installation Limitations
As of the effective date of this AD, no person may install a
THSA having P/N 47145-XXX (where XXX stands for any numerical value)
on any airplane, unless that THSA meets the applicable criteria
specified in paragraph (l)(1) or (l)(2) of this AD.
(1) The THSA must not have accumulated 20 years or more since
the THSA's first flight, and after installation must be inspected as
required by paragraph (h) of this AD, at the later of the times
specified in paragraphs (h)(1) and (h)(2) of this AD, and be
inspected thereafter at intervals not to exceed 24 months as
required by paragraph (h) of this AD; and any applicable actions
specified in paragraph (i) of this AD must be accomplished.
(2) If the THSA has accumulated 20 years or more since the
THSA's first flight, it must have been inspected before installation
as required by paragraph (h) of this AD and determined to have Type
I corrosion (if the screw shaft lower splines thread condition does
not meet the Type II or Type III condition), and be inspected
thereafter at intervals not to exceed 24 months as required by
paragraph (h) of this AD; and any applicable actions specified in
paragraph (i) of this AD must be accomplished.
(m) Credit for Previous Actions
This paragraph provides credit for actions required by
paragraphs (h) and (i) of this AD, if those actions were performed
before the effective date of this AD using Goodrich Service Bulletin
47145-27-16, dated November 7, 2011; or Revision 1, dated August 1,
2012.
(n) 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, International Branch, ANM-116, Transport
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone (425) 227-1405; fax (425) 227-1149. Information may
be emailed to: [email protected]. 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.
(3) Reporting Requirements: A federal agency may not conduct or
sponsor, and a person is not required to respond to, nor shall a
person be subject to a penalty for failure to comply with a
collection of information subject to the requirements of the
Paperwork Reduction Act unless that collection of information
displays a current valid OMB Control Number. The OMB Control Number
for this information collection is 2120-0056. Public reporting for
this collection of information is estimated to be approximately 5
minutes per response, including the time for reviewing instructions,
completing, and reviewing the collection of information. All
responses to this collection of information are mandatory. Comments
concerning the accuracy of this burden and suggestions for reducing
the burden should be directed to the FAA at: 800 Independence Ave.
SW., Washington, DC 20591, Attn: Information Collection Clearance
Officer, AES-200.
(o) Special Flight Permits
Special flight permits may be issued in accordance with sections
21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197
and 21.199) to operate the airplane to a location where the airplane
can be modified (if the operator elects to do so), provided that, if
any THSA corrosion is found during any action required by paragraph
(h) of this AD, that corrosion is classified as Type I or Type II,
as defined in Goodrich Service Bulletin 47145-27-16, dated November
7, 2011; Revision 1, dated August 1, 2012; or Revision 2, dated
January 27, 2013.
(p) Related Information
Refer to Mandatory Continuing Airworthiness Information European
Aviation Safety Agency Airworthiness Directive 2012-0175, dated
September 7, 2012, for related information, which can be found in
the AD docket on the Internet at http://www.regulations.gov.
(q) 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 A320-27-1214, including Appendix 01,
dated February 23, 2012.
(ii) Goodrich Service Bulletin 47145-27-16, dated November 7,
2011.
(iii) Goodrich Service Bulletin 47145-27-16, Revision 1, dated
August 1, 2012. Pages 1 through 4 of this document are identified as
Revision 1, dated August 1, 2012. Pages 5 through 117 of this
document are dated November 7, 2011.
(iv) Goodrich Service Bulletin 47145-27-16, Revision 2, dated
January 7, 2013. Pages 1, 2, and 4 of this document are identified
as Revision 1, dated August 1, 2012. Page 3 of this document is
identified as Revision 2, dated January 7, 2013. Pages 5 through 117
of this document are dated November 7, 2011.
(3) For Airbus 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 [email protected];
Internet http://www.airbus.com. For Goodrich service information
identified in this AD, contact Goodrich Corporation, Actuation
Systems, Stafford Road, Fordhouses, Wolverhampton WV10 7EH, England;
telephone +44 (0) 1902 624938; fax +44 (0) 1902 788100; email
[email protected]; Internet http://www.goodrich.com/TechPubs.
(4) You may review copies of the 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 August 23, 2013.
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-21071 Filed 9-3-13; 8:45 am]
BILLING CODE 4910-13-P