AD 2013-17-09

[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 [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[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 <a href="http://www.regulations.gov">http://www.regulations.gov</a> 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:
    <bullet> Are consistent with the intent that was proposed in the 
NPRM (78 FR 12988, February 26, 2013) for correcting the unsafe 
condition; and
    <bullet> 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 <a href="http://www.regulations.gov">http://www.regulations.gov</a>; 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: <a href="/cdn-cgi/l/email-protection#a79e8ae6e9ea8a9696918ae6eae8e48af5e2f6f2e2f4f3f4e7c1c6c689c0c8d1"><span class="__cf_email__" data-cfemail="162f3b57585b3b2727203b575b59553b44534743534542455670777738717960">[email&#160;protected]</span></a>. 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 <a href="http://www.regulations.gov">http://www.regulations.gov</a>.

(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 <a href="/cdn-cgi/l/email-protection#29484a4a465c475d0748405b5e465b5d41044c485a6948405b4b5c5a074a4644"><span class="__cf_email__" data-cfemail="513032323e243f257f303823263e2325397c343022113038233324227f323e3c">[email&#160;protected]</span></a>; 
Internet <a href="http://www.airbus.com">http://www.airbus.com</a>. 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 
<a href="/cdn-cgi/l/email-protection#b8ccdddbd0c8cddacb96cfd7d4ceddcad0d9d5c8ccd7d6f8dfd7d7dccad1dbd096dbd7d5"><span class="__cf_email__" data-cfemail="077362646f777265742970686b7162756f666a777368694760686863756e646f2964686a">[email&#160;protected]</span></a>; Internet <a href="http://www.goodrich.com/TechPubs">http://www.goodrich.com/TechPubs</a>.
    (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: <a href="http://www.archives.gov/federal-register/cfr/ibr-locations.html">http://www.archives.gov/federal-register/cfr/ibr-locations.html</a>.

    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