Document ID: FAA-2010-0803-0005
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: Airbus Model A310 Series, Model A300 B4-600, A300 B4-600R, A300 F4-600R Series and Model A300 C4-605R Variant F Airplanes
Posted Date: 2011-04-21T04:00Z

[Federal Register Volume 76, Number 77 (Thursday, April 21, 2011)]
[Rules and Regulations]
[Pages 22302-22305]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-8279]

[[Page 22302]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-0803; Directorate Identifier 2010-NM-124-AD; 
Amendment 39-16655; AD 2011-08-05]
RIN 2120-AA64

Airworthiness Directives; Airbus Model A310 Series Airplanes; and 
Model A300 B4-600, A300 B4-600R, A300 F4-600R Series Airplanes, and 
Model A300 C4-605R Variant F Airplanes (Collectively Called A300-600 
Series 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 the 
products listed above. This AD results from mandatory continuing 
airworthiness information (MCAI) originated by an aviation authority of 
another country to identify and correct an unsafe condition on an 
aviation product. The MCAI describes the unsafe condition as:

    The ball screw nut assemblies of the first 70 Trimmable 
Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were 
fitted with an upper attachment gimbal having a thickness of 58 mm 
(2.28 in), which is different from the design of the final 
production standard. The gimbal installed on the subsequent THSAs 
(final production standard) is more robust, having a thickness of 
70mm (2.76 in).
    During the fatigue life demonstration of the THSA upper 
attachment primary load path elements, only a gimbal having a 
thickness of 70mm (2.76 in) was used. Thereafter, no additional 
justification work to demonstrate the robustness of the upper 
attachment fitted with a gimbal of 58 mm was accomplished. In case 
of failure of this gimbal, the THSA upper attachment primary load 
path would be lost and the THSA upper attachment secondary load path 
would engage.
    Because the upper attachment secondary load path will only 
withstand the loads for a limited period of time, the condition 
where it would be engaged and not detected could lead to failure of 
the secondary load path, which would likely result in loss of 
control of the aeroplane.
* * * * *
We are issuing this AD to require actions to correct the unsafe 
condition on these products.

DATES: This AD becomes effective May 26, 2011.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of May 26, 2011.

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: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
227-2125; 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. 
That NPRM was published in the Federal Register on August 23, 2010 (75 
FR 51698). That NPRM proposed to correct an unsafe condition for the 
specified products. The MCAI states:

    The ball screw nut assemblies of the first 70 Trimmable 
Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were 
fitted with an upper attachment gimbal having a thickness of 58 mm 
(2.28 in), which is different from the design of the final 
production standard. The gimbal installed on the subsequent THSAs 
(final production standard) is more robust, having a thickness of 
70mm (2.76 in).
    During the fatigue life demonstration of the THSA upper 
attachment primary load path elements, only a gimbal having a 
thickness of 70mm (2.76 in) was used. Thereafter, no additional 
justification work to demonstrate the robustness of the upper 
attachment fitted with a gimbal of 58 mm was accomplished.
    In case of failure of this gimbal, the THSA upper attachment 
primary load path would be lost and the THSA upper attachment 
secondary load path would engage.
    Because the upper attachment secondary load path will only 
withstand the loads for a limited period of time, the condition 
where it would be engaged and not detected could lead to failure of 
the secondary load path, which would likely result in loss of 
control of the aeroplane.
    As the affected ball screw nut assemblies (including the gimbal) 
could have been moved from one THSA to another during maintenance 
operation and because the change from the old design to the final 
production standard design is not identified through a dedicated 
THSA Part Number, a gimbal with thickness of 58 mm (2.28 in) can be 
fitted on any A310 or A300-600 aeroplane.
    For the reasons described above, this AD requires the 
identification of the THSA which have a 58 mm (2.28 in) gimbal 
installed, repetitive [general visual] inspections to check whether 
there is engagement of the secondary load path and, depending on 
findings, associated corrective action(s).

Corrective actions include contacting Airbus for repair instructions 
and doing the repair. 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.

Request To Add Notation to Tolerance Measurements

    FedEx requested that we add the ``+/-'' notation to the tolerance 
measurements in paragraphs (g)(1) and (g)(2) of the proposed NPRM.
    We verified that the NPRM published in the Federal Register 
includes those notations, as does this final rule. No change has been 
made to the AD in this regard.

Request for Terminating Action

    FedEx requested that we consider terminating the repetitive 
inspections if the THSA gimbal is ``thick'' (70mm (2.75 in.) +/-5mm 
(0.20 in)). FedEx stated that when they removed ``thin'' (58 mm (2.28 
in.)) THSA gimbals from four of their airplanes, they replaced them 
with ``thick'' gimbals. FedEx also stated that Airbus Mandatory Service 
Bulletins A310-27A2104 and A300-27A6067, both Revision 01, both dated 
May 12, 2010, do not include a terminating action for the repetitive 
inspections when the ``thick'' THSA gimbal is installed.
    We agree that the repetitive inspections need to be terminated when 
a ``thick'' THSA gimbal is installed. Paragraph (i) has been added to 
this AD accordingly. Also, the Cost of Compliance paragraph has been 
updated to include the on-condition cost of replacing the gimbal.

Request for Change of Compliance Time

    FedEx and UPS requested that we change the interval of the 
repetitive inspections to 130 flight cycles, 650 flight hours, or 6 
months, whichever occurs later. FedEx stated that they are unaware of 
any failures of the THSA primary load path on the A300-600, A310-200, 
or A310-300 airplanes. UPS stated that they do a detailed visual 
inspection of the THSA every 30 months, and have not experienced a 
single instance of primary load path failure. FedEx stated that since 
the FAA mandates inspections of these THSA on a regular basis, and 
FedEx has never experienced a primary load path failure, the compliance 
time for the repetitive inspections should be extended.
    We disagree. We are not currently in a position to assess the 
robustness of the

[[Page 22303]]

primary load path of the THSA fitted with a ``thin'' gimbal. Without 
more data on the robustness of the THSA primary load path, we can only 
rely on the THSA secondary load path (SLP). Tests of the THSA SLP 
demonstrated that an engaged SLP had a low durability. The inspection 
interval was determined from the THSA SLP test results. As it was not 
possible to determine if the wear rate was mainly driven by the flight 
cycles or by the flight hours, it was decided to use a double 
compliance time for the inspection threshold and interval. No change 
has been made to the AD in this regard. However, operators may request 
an alternative method of compliance (AMOC) in accordance with the 
requirements of paragraph (m) of this AD.

Request To Include Latest Revision of Service Information

    UPS requested that we include the latest revision of the service 
information in this AD.
    We agree. Airbus has issued Mandatory Service Bulletins A310-
27A2104 and A300-27A6067, both Revision 02, both including Appendix 01, 
both dated October 18, 2010. These service bulletins were revised for 
minor changes such as deleting THS zeroing in job set-up and deleting 
the THSA functional test in close-up. Changes have been made to 
reference Airbus Mandatory Service Bulletins A310-27A2104 and A300-
27A6067, both Revision 02, both including Appendix 01, both dated 
October 18, 2010. Paragraph (j) of this AD has also been revised to 
give credit for Airbus Mandatory Service Bulletins A310-27A2104 and 
A300-27A6067, both Revision 01, both dated May 12, 2010.

Request To Exempt Certain THSAs From Inspections

    UPS requested that inspections be exempt on any THSAs outside the 
first 70 serial number range provided that the THSAs have not been 
repaired, reworked or overhauled. UPS stated that since those were the 
oldest THSAs, they most likely have been removed due to the existing 
THSA life limit. UPS stated that none of these THSAs were delivered on 
UPS airplanes. Additionally, UPS stated that the only way this suspect 
gimbal could be on another unit is if it was swapped from one unit to 
another in the shop.
    We disagree with excluding certain THSAs from the inspection 
required in this AD. It is essential that all the fleet is inspected. 
Airbus could not determine precisely that the affected THSAs were 
conclusively on the first 70 airplanes manufactured, and it is likely 
that additional THSAs may have the same configuration. Also, once in 
service, some THSAs may have been swapped from one airplane to another 
and reliable documentation for the equipment swapping is not always 
available. No change has been made to the AD in this regard.

Request To Re-Identify Compliant THSAs

    UPS requested a requirement to re-identify the compliant THSAs. UPS 
stated that without the requested requirement it is difficult to ensure 
continued compliance, especially dealing with spares, loans, or even 
new purchases.
    We disagree. Although there is presently no requirement to re-
identify the compliant THSAs, compliance is maintained by the warning 
introduced in the aircraft maintenance manual. The warning states that 
``before installation of the THS Actuator, make sure that the gimbal is 
not 58mm +/-5mm.'' No change has been made to the AD in this regard.

Conclusion

    We reviewed the available data, including the comments received, 
and determined that air safety and the public interest require adopting 
the AD with the changes described previously. We determined that these 
changes will not increase the economic burden on any operator or 
increase the scope of the AD.

Differences Between This AD and the MCAI or Service Information

    We have reviewed the MCAI and related service information and, in 
general, agree with their substance. But we might have found it 
necessary to use different words from those in the MCAI to ensure the 
AD is clear for U.S. operators and is enforceable. In making these 
changes, we do not intend to differ substantively from the information 
provided in the MCAI and related service information.
    We might also have required different actions in this AD from those 
in the MCAI in order to follow our FAA policies. Any such differences 
are highlighted in a NOTE within the AD.

Costs of Compliance

    We estimate that this AD will affect 170 products of U.S. registry. 
We also estimate that it will take about 2 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 $28,900, or $170 per product.
    In addition, we estimate that any necessary follow-on actions would 
take about 60 work-hours and require parts costing $50,000, for a cost 
of $55,100 per product. We have no way of determining the number of 
products that may need these actions.

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

    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 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); and
    3. 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 the NPRM, the regulatory evaluation, 
any comments received, and other information. The street address for

[[Page 22304]]

the Docket Operations office (telephone (800) 647-5527) is in the 
ADDRESSES section. Comments will be available in the AD docket shortly 
after receipt.

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:

2011-08-05 Airbus: Amendment 39-16655. Docket No. FAA-2010-0803; 
Directorate Identifier 2010-NM-124-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective May 26, 
2011.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Airbus Model A300 B4-601, B4-603, B4-620, 
B4-622, B4-605R, B4-622R, F4-605R, and F4-622R airplanes; Model A300 
C4-605R Variant F airplanes; and Model A310-203, -204, -221, -222, -
304, -322, -324, and -325 airplanes; certificated in any category, 
all certified models, all manufacturer serial numbers.

Subject

    (d) Air Transport Association (ATA) of America Code 27: Flight 
controls.

Reason

    (e) The mandatory continuing airworthiness information (MCAI) 
states:

    The ball screw nut assemblies of the first 70 Trimmable 
Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were 
fitted with an upper attachment gimbal having a thickness of 58 mm 
(2.28 in), which is different from the design of the final 
production standard. The gimbal installed on the subsequent THSAs 
(final production standard) is more robust, having a thickness of 
70mm (2.76 in).
    During the fatigue life demonstration of the THSA upper 
attachment primary load path elements, only a gimbal having a 
thickness of 70mm (2.76 in) was used. Thereafter, no additional 
justification work to demonstrate the robustness of the upper 
attachment fitted with a gimbal of 58 mm was accomplished.
    In case of failure of this gimbal, the THSA upper attachment 
primary load path would be lost and the THSA upper attachment 
secondary load path would engage.
    Because the upper attachment secondary load path will only 
withstand the loads for a limited period of time, the condition 
where it would be engaged and not detected could lead to failure of 
the secondary load path, which would likely result in loss of 
control of the aeroplane.
* * * * *

Compliance

    (f) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Actions

    (g) Within 130 flight cycles or 650 flight hours after the 
effective date of this AD, whichever occurs first, measure the 
thickness of the THSA upper attachment gimbal, in accordance with 
the Accomplishment Instructions of Airbus Mandatory Service Bulletin 
A300-27A6067, Revision 02, dated October 18, 2010 (for Model A300-
600 series airplanes); or A310-27A2104, Revision 02, dated October 
18, 2010 (for Model A310 series airplanes).
    (1) If, during the measurement required by paragraph (g) of this 
AD, the gimbal thickness is 58 mm (2.28 in.) +/- 5 mm (0.20 in.), 
before further flight, do a general visual inspection of the THSA 
upper attachment to determine if the THSA upper attachment secondary 
load path is engaged, in accordance with the Accomplishment 
Instructions of Airbus Mandatory Service Bulletin A300-27A6067, 
Revision 02, dated October 18, 2010 (for Model A300-600 series 
airplanes); or A310-27A2104, Revision 02, dated October 18, 2010 
(for Model A310 series airplanes). Repeat the inspection thereafter 
at intervals not to exceed 130 flight cycles or 650 flight hours, 
whichever occurs first, in accordance with the Accomplishment 
Instructions of Airbus Mandatory Service Bulletin A300-27A6067, 
Revision 02, dated October 18, 2010 (for Model A300-600 series 
airplanes); or A310-27A2104, Revision 02, dated October 18, 2010 
(for Model A310 series airplanes).
    (2) If, during the measurement required by paragraph (g) of this 
AD, the gimbal thickness is not 58 mm (2.28 in.) +/- 5 mm (0.20 
in.), except for the requirements of paragraph (l) of this AD, no 
further action is required of this AD.
    (h) If, during any inspection required by paragraph (g)(1) of 
this AD, the THSA upper attachment secondary load path is found to 
be engaged, before further flight, contact Airbus for repair 
instructions and do the repair.

Optional Terminating Action

    (i) Replacing the gimbal with a ``thick'' gimbal (70 mm (2.75 
in.) +/- 5mm (0.20 in)), in accordance with Goodrich Actuation 
Systems Component Maintenance Manual with Illustrated Parts List, 
Horizontal Stabilizer Actuator P/N 47142 Series, Document 27-44-13, 
Revision 8, dated December 12, 2008, is a terminating action for the 
requirements of paragraph (g)(1) of this AD, except as required by 
paragraph (l) of this AD.

Actions Accomplished in Accordance With Previous Issue of Service 
Bulletin

    (j) Actions accomplished before the effective date of this AD, 
in accordance with the applicable service bulletins specified in 
Table 1 of this AD, are considered acceptable for compliance with 
the corresponding action specified in this AD.

                    Table 1--Credit Service Bulletins
------------------------------------------------------------------------
  Airbus Mandatory Service
         Bulletin--                Revision--              Dated--
------------------------------------------------------------------------
A300-27A6067 (for Model A300- Original............  May 6, 2010.
 600 series airplanes).
A300-27A6067 (for Model A300- 01..................  May 12, 2010.
 600 series airplanes).
A310-27A2104 (for Model A310  Original............  May 6, 2010.
 series airplanes).
A310-27A2104 (for Model A310  01..................  May 12, 2010.
 series airplanes).
------------------------------------------------------------------------

Reporting Requirement

    (k) Submit a report of the findings (both positive and negative) 
of the measurement required by paragraph (g) of this AD to Airbus, 
as identified in Appendix 01 of Airbus Mandatory Service Bulletin 
A300-27A6067, Revision 02, dated October 18, 2010 (for Model A300-
600 series airplanes); or A310-27A2104, Revision 02, dated October 
18, 2010 (for Model A310 series airplanes); at the applicable time 
specified in paragraph (k)(1) or (k)(2) of this AD. The report must 
include the information specified in Appendix 01 of Airbus Mandatory 
Service Bulletin A300-27A6067, Revision 02, dated October 18, 2010 
(for Model A300-600 series airplanes); or A310-27A2104, Revision 02, 
dated October 18, 2010 (for Model A310 series airplanes).
    (1) If the measurement was done on or after the effective date 
of this AD: Submit the report within 30 days after the inspection.
    (2) If the measurement was done before the effective date of 
this AD: Submit the report within 30 days after the effective date 
of this AD.

[[Page 22305]]

Parts Installation

    (l) As of the effective date of this AD, no person may install, 
on any airplane, a THSA, unless it is in compliance with the 
requirements of this AD.

FAA AD Differences

    Note 1:  This AD differs from the MCAI and/or service 
information as follows: The MCAI does not include a reporting 
requirement; however, the service bulletin recommends reporting. 
Paragraph (k) of this AD specifies a reporting requirement.

Other FAA AD Provisions

    (m) The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
International Branch, ANM-116, 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: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone 
(425) 227-2125; fax (425) 227-1149. Information may be e-mailed to: 
9-ANM-116-AMOC-REQUESTS@faa.gov. 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.

Related Information

    (n) Refer to MCAI EASA Airworthiness Directive 2010-0092, dated 
May 21, 2010; Airbus Mandatory Service Bulletin A300-27A6067, 
Revision 02, including Appendix 01, dated October 18, 2010; Airbus 
Mandatory Service Bulletin A310-27A2104, Revision 02, including 
Appendix 01, dated October 18, 2010; and Goodrich Actuation Systems 
Component Maintenance Manual with Illustrated Parts List, Horizontal 
Stabilizer Actuator, P/N 47142 Series, Document 27-44-13, Revision 
8, dated December 12, 2008, for related information.

Material Incorporated by Reference

    (o) You must use Airbus Mandatory Service Bulletin A310-27A2104, 
Revision 02, including Appendix 01, dated October 18, 2010; and 
Airbus Mandatory Service Bulletin A300-27A6067, Revision 02, 
including Appendix 01, dated October 18, 2010; to do the actions 
required by this AD, unless the AD specifies otherwise. If you 
accomplish the optional terminating actions specified by this AD, 
you must use Goodrich Actuation Systems Component Maintenance Manual 
with Illustrated Parts List, Horizontal Stabilizer Actuator, P/N 
47142 Series, Document 27-44-13, Revision 8, dated December 12, 
2008, to perform those actions unless the AD specifies otherwise. 
(The LOEP in Goodrich Actuation Systems Component Maintenance Manual 
with Illustrated Parts List, Horizontal Stabilizer Actuator, P/N 
47142 Series, Document 27-44-13, Revision 8, dated December 12, 
2008, specifies that page 749 is placed after page 748a; the correct 
placement of page 749 is between pages 748 and 747a. The LOEP of 
this document identifies two pages for the Illustrated Parts List 
section; there is only one page for that section (page 1001-1). The 
date on page 1014-1 of this document is incorrect; the correct date 
is March 6, 1998.)
    (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 Airbus service information identified in this AD, 
contact Airbus SAS--EAW (Airworthiness Office), 1 Rond Point Maurice 
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; 
fax +33 5 61 93 44 51; e-mail: account.airworth-eas@airbus.com; 
Internet http://www.airbus.com.
    (3) 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; e-mail 
techpubs.wolverhampton@goodrich.com; 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, 
Washington. For information on the availability of this material at 
the FAA, call 425-227-1221.
    (5) 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.

    Issued in Renton, Washington, on March 23, 2011.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2011-8279 Filed 4-20-11; 8:45 am]
BILLING CODE 4910-13-P