[Federal Register Volume 74, Number 206 (Tuesday, October 27, 2009)]
[Rules and Regulations]
[Pages 55112-55116]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E9-24938]


=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2008-0979; Directorate Identifier 2008-NM-079-AD; 
Amendment 39-16051; AD 2009-21-12]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A300-600 Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

-----------------------------------------------------------------------

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:

    Further to initial qualification tests of the spoiler actuators 
currently installed in position No. 3 to 7 on A300-600 and A300-
600ST aircraft fleet, a life limit [of 55,750 flight hours] has been 
defined by the actuator manufacturer. Initially, this life limit had 
no repercussions, as it was situated well beyond the initial Design 
Service Goal (DSG) of the aircraft. However, due to the Extended 
Service Goal (ESG) activities, the spoiler actuator life limit can 
be reached in service, and therefore the spoiler actuators must be 
replaced before exceeding this limit.
    In order to mitigate the risk to have aircraft on which the 
three hydraulic circuits would be impacted by affected spoiler 
actuators, which could result in the loss of controllability of the 
aircraft, this Airworthiness Directive (AD) requires actions to 
ensure that at least the level of safety of one hydraulic circuit 
will be restored within an acceptable timeframe.
* * * * *
We are issuing this AD to require actions to correct the unsafe 
condition on these products.

DATES: This AD becomes effective December 1, 2009.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of December 1, 
2009.

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 September 17, 2008 
(73 FR 53768). That NPRM proposed to correct

[[Page 55113]]

an unsafe condition for the specified products. The MCAI states:

    Further to initial qualification tests of the spoiler actuators 
currently installed in position No. 3 to 7 on A300-600 and A300-
600ST aircraft fleet, a life limit [of 55,750 flight hours] has been 
defined by the actuator manufacturer. Initially, this life limit had 
no repercussions, as it was situated well beyond the initial Design 
Service Goal (DSG) of the aircraft. However, due to the Extended 
Service Goal (ESG) activities, the spoiler actuator life limit can 
be reached in service, and therefore the spoiler actuators must be 
replaced before exceeding this limit.
    In order to mitigate the risk to have aircraft on which the 
three hydraulic circuits would be impacted by affected spoiler 
actuators, which could result in the loss of controllability of the 
aircraft, this Airworthiness Directive (AD) requires actions to 
ensure that at least the level of safety of one hydraulic circuit 
will be restored within an acceptable timeframe.
    EASA AD 2007-0245, issued on 05 September 2007 as an interim 
action, is superseded by the present [EASA] AD.

Corrective actions include replacing the spoiler actuator with a 
serviceable unit. 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 Withdraw NPRM

    Air Transport Association (ATA) on behalf of its member American 
Airlines (AA) asks that the NPRM be withdrawn until a workable method 
of determining flight hours on the spoiler actuator pistons can be 
established. AA provides the following reasons for its request to 
withdraw the NPRM:
     Airbus Mandatory Service Bulletin A300-27A6062, dated July 
6, 2007 (cited in the NPRM), specifies that operators contact Smiths 
Industries for guidance in determining the priority serial number to be 
used to identify the actuators. AA has done this for numerous 
actuators, and in each case, Smiths was unable to provide the guidance 
requested. Therefore, AA is unable to provide any meaningful data to 
Airbus.
    We find that clarification of the guidance on identifying the 
actuators is necessary. Airbus Mandatory Service Bulletin A300-27A6062, 
dated July 6, 2007, was issued to provide instructions for inspecting 
the spoiler actuators. Airbus Mandatory Service Bulletin A300-27-6060, 
dated February 18, 2008 (cited in the NPRM), was issued to provide 
instructions for conducting follow-on actions, depending on the 
inspection results. In addition, Smiths Industries issued Service 
Information Letters SIL 27-01, dated June 2007; and SIL 27-02, dated 
May 2007; to provide operators with procedures to identify the spoiler 
actuators. After the spoiler actuators are identified, certain actions 
specified in Airbus Mandatory Service Bulletin A300-27-6060, dated 
February 18, 2008, are provided if the flight hours cannot be 
established; however, those flight hours can also be calculated using 
the subject service information letters.
    We have included a new Note 1 in the AD (and re-identified 
subsequent notes) specifying that Smiths Service Information Letters 
SIL 27-01, dated June 2007; and SIL 27-02, dated May 2007; may be used 
as additional sources of service information to calculate the total 
flight hours accumulated on each spoiler actuator.
     AA also notes that, in the case where no records are 
available, and identification cannot be done, Airbus Mandatory Service 
Bulletin A300-27A6062, dated July 6, 2007, states that the Inspection 
Report Sheet should be filled in with the status ``unknown.'' The 
majority of the serial number identification plates is no longer 
installed on the actuators, and therefore, is considered to be 
``unknown'' and will require replacement. According to AA, this will 
cause an undue burden on AA and will not increase the level of safety.
    We disagree with the commenter. Airbus Mandatory Service Bulletin 
A300-27A6062, dated July 6, 2007, refers to Smiths Service Information 
Letter SIL 27-01, dated June 2007, which provides more than one option 
for identifying the spoiler actuators. The serial number may have been 
etched on the actuator in at least one of three places, the cylinder 
body, the eye end assembly, or the piston assembly. We have made no 
change to the AD in this regard.
     AA states that there are no data to support the premise 
that an individual actuator may have accumulated more flight hours than 
an operators'-high-time airplanes. For this reason, if the NPRM is 
adopted, AA proposes that operators be allowed to use fleet high time 
to assign the accumulated flight hours to each actuator.
    We disagree with the commenter. If an airline acquired airplanes 
from another airline, to obtain fleet high time it would have to take 
into account the flight hours of the highest flight-hour airplane of 
all the airlines that the company is operating. This method would be 
difficult to calculate for this reason. We have made no change to the 
AD in this regard.
    FedEx Express also asks that the NPRM be withdrawn and provides the 
following reasons:
     FedEx states that the life limit of 55,750 total flight 
hours is theoretical based on the testing of three spoiler actuators 
prior to certification of the Model A300-600 airplane. FedEx adds that 
at the request of Airbus and operators, the original equipment 
manufacturer (OEM) of the spoiler actuator is currently conducting 
fatigue testing to determine whether it is possible to extend that 
theoretical life limit on the spoiler actuators to over 80,000 flight 
hours beginning in mid-2009. If the NPRM is not withdrawn, FedEx 
recommends delaying any mandated service action until the fatigue 
testing currently in process by the OEM is complete. FedEx adds that if 
the new fatigue life limit is more than 75,000 flight hours for the new 
A300-600 DSG, it could prove that the NPRM is unnecessary. FedEx also 
states that spoiler actuators have not been life-limited parts since 
the beginning of the Model A300-600 program; therefore, operators have 
not tracked the flight time accumulated on the spoiler actuators 
accurately.
    We agree that it may be necessary to conduct fatigue testing to 
eventually extend the life limit on the spoiler actuators. However, we 
do not agree to withdraw the NPRM until the fatigue testing currently 
in process by the OEM is complete. Any additional delay for further 
testing would result in an unacceptable level of risk, because doing so 
would allow the unsafe condition to continue for an indefinite length 
of time. However, under the provisions of paragraph (g)(1) of this AD, 
we will consider requests for approval of an alternative method of 
compliance if sufficient data are submitted to substantiate that the 
new fatigue life limit would provide an acceptable level of safety. We 
have made no change to the AD in this regard.
     FedEx and other operators also discovered that the 
identification labels affixed to spoiler actuators were attached with 
poor adhesive, which dissolved when exposed to hydraulic fluids and 
petroleum-based de-ice fluids. Therefore, many actuators cannot be 
identified while installed on the airplane because the labels are 
missing, so a shop visit is necessary to accomplish the identification, 
which is costly and time consuming because of turnaround times in 
excess of 45 days for each actuator. FedEx adds that, due to these 
factors, it may need an excess number of ``new'' OEM spoiler actuators 
to maintain compliance with the NPRM as currently written.
    We acknowledge the commenter's concern and provide the following

[[Page 55114]]

clarification. As noted previously, Airbus Mandatory Service Bulletin 
A300-27A6062, dated July 6, 2007, refers to Smiths Service Information 
Letter SIL 27-01, dated June 2007, which provides more than one option 
for identifying the spoiler actuators. The serial number may have been 
etched on the actuator in at least one of three places--the cylinder 
body, the eye end assembly, or the piston assembly. In addition, we 
have discussed the turnaround times for a shop visit with the OEM and 
were told there was a miscommunication between the OEM and FedEx. The 
OEM has already taken steps to work with its suppliers to improve the 
efficiency in processing these units and reduce the turnaround time. 
The OEM also informed us that it can supply FedEx with the number of 
actuators FedEx deems necessary in order to comply with the AD. We have 
made no change to the AD in this regard.
     In August 2007, FedEx completed an inspection/
identification of its spoiler actuators in accordance with Airbus 
Mandatory Service Bulletin A300-27A6062, dated July 6, 2007. FedEx 
notes that since that time many actuators have been removed and 
replaced through normal maintenance visits, and are tracked by an 
approved record-keeping system. If the NPRM is not withdrawn, FedEx 
recommends that we consider the timeframe between the proposed 
inspections and follow-on cleaning of a hydraulic system and record-
keeping.
    We infer that the commenter is asking that the compliance time be 
extended for certain actions if the AD is not withdrawn; we do not 
agree. Although the commenter's record-keeping may be accurate, record-
keeping varies among operators, and our compliance time takes this into 
consideration. In developing an appropriate compliance time for this 
AD, we considered not only the safety implications, but the 
manufacturer's recommendations, and the practical aspect of 
accomplishing the actions within an interval of time that corresponds 
to typical scheduled maintenance for affected operators. However, under 
the provisions of paragraph (g)(1) of the AD, we may consider requests 
for adjustments to the compliance time if data are submitted to 
substantiate that such an adjustment would provide an acceptable level 
of safety. We have made no change to the AD in this regard.
     FedEx has used the mechanism specified in Airbus Mandatory 
Service Bulletin A300-27-6060, dated February 18, 2008, to calculate 
flight hours on specific spoiler actuators with known manufacturer 
serial numbers. FedEx adds that the Airbus Mandatory Service Bulletin 
A300-27-6060, dated February 18, 2008, in combination with Smiths 
Service Information Letter SIL 27-02, dated May 2007, provides the 
essential data necessary to accomplish such calculations. If the NPRM 
is not withdrawn, FedEx recommends referencing Airbus Mandatory Service 
Bulletin A300-27-6060, dated February 18, 2008; and Smiths Service 
Information Letter SIL 27-02, dated May 2007; as sources of information 
for the calculation of flight hours.
    We agree with the commenter that the subject service information 
should be referenced. Paragraph 3.B.(1)(a) of Airbus Mandatory Service 
Bulletin A300-27-6060, dated February 18, 2008, provides the 
information necessary to calculate flight hours. That paragraph also 
refers to Smiths Service Information Letter SIL 27-02, dated May 2007, 
as an additional source of service information for calculating flight 
hours. As noted previously, we have included a new Note 1 in the AD 
specifying that Smiths Service Information Letters SIL 27-01, dated 
June 2007; and SIL 27-02, dated May 2007; may be used as additional 
sources of service information to identify the total flight hours 
accumulated on each spoiler actuator.

Request for Clarification of Certain Requirements

    United Parcel Service (UPS) states that the limitation specifying 
not to interchange or replace actuators on more than two hydraulic 
circuits at the same time is not presently in its Airbus A300 Aircraft 
Maintenance Manual (AMM). UPS requests verification that this 
requirement is limited to action required when all circuits have 
spoiler actuators installed having part numbers (P/N) P376A0002-05, -
06, -07, or -09, and P/N P725A0001-00 that exceed 55,750 flight hours, 
or if the intent of the NPRM is to add this restriction to the existing 
Airbus A300 AMM.
    We acknowledge the commenter's concern and provide the following 
clarification. The language specified in the Airbus A300 AMM already 
recommends not working on redundant components at the same time. In 
addition, Airbus added within the limitation in the service bulletin 
not to interchange or replace actuators on more than two hydraulic 
circuits at the same time; therefore, it does not need to be included 
in the Airbus A300 AMM. We have made no change to the AD in this 
regard.
    UPS also asks for clarification of whether the NPRM is establishing 
a 55,750 flight-hour life limit on every Smiths spoiler actuator 
installed having affected part numbers, or whether the intention is to 
maintain one hydraulic circuit with spoiler actuators that do not 
exceed 55,750 total flight hours.
    We acknowledge the commenter's concern and provide the following 
clarification. As specified in paragraph (f)(4) of this AD, each 
airplane must continue to have at least one hydraulic circuit fitted 
with spoiler actuators that do not exceed 55,750 total flight hours. We 
have made no change to the AD in this regard.

Explanation of Change to Applicability

    We have revised the applicability in paragraph (c) of this final 
rule to identify model designations as published in the most recent 
type certificate data sheet for the affected models.

Explanation of Change to Reporting Requirement

    This final rule does not include the reporting requirement 
specified in paragraph (1) of the MCAI. The MCAI carried this 
requirement forward from European Aviation Safety Agency (EASA) 
Airworthiness Directive 2007-0245, dated September 5, 2007. We 
previously determined that no action was required on our part regarding 
EASA AD 2007-0245. Therefore, we have removed the reporting requirement 
specified in paragraph (g)(3) of this AD.

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.

[[Page 55115]]

Costs of Compliance

    We estimate that this AD will affect 135 products of U.S. registry. 
We also estimate that it will take about 8 work-hours per product to 
comply with the basic requirements of this AD. The average labor rate 
is $80 per work-hour. Required parts will cost about $32,000 per 
product. Where the service information lists required parts costs that 
are covered under warranty, we have assumed that there will be no 
charge for these parts. As we do not control warranty coverage for 
affected parties, some parties may incur costs higher than estimated 
here. Based on these figures, we estimate the cost of this AD to the 
U.S. operators to be $4,406,400, or $32,640 per product.

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 
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

0
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:

2009-21-12 Airbus: Amendment 39-16051. Docket No. FAA-2008-0979; 
Directorate Identifier 2008-NM-079-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective December 
1, 2009.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Airbus Model A300 B4-601, B4-603, B4-
605R, B4-620, B4-622, B4-622R, F4-605R, F4-622R, C4-605R Variant F 
airplanes, all serial numbers, certificated in any category; on 
which Smith spoiler actuators having part number (P/N) P376A0002-05, 
-06, -07, or -09, or P/N P725A0001-00 are installed.

Subject

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

Reason

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

    Further to initial qualification tests of the spoiler actuators 
currently installed in position No. 3 to 7 on A300-600 and A300-
600ST aircraft fleet, a life limit [of 55,750 flight hours] has been 
defined by the actuator manufacturer. Initially, this life limit had 
no repercussions, as it was situated well beyond the initial Design 
Service Goal (DSG) of the aircraft. However, due to the Extended 
Service Goal (ESG) activities, the spoiler actuator life limit can 
be reached in service, and therefore the spoiler actuators must be 
replaced before exceeding this limit.
    In order to mitigate the risk to have aircraft on which the 
three hydraulic circuits would be impacted by affected spoiler 
actuators, which could result in the loss of controllability of the 
aircraft, this Airworthiness Directive (AD) requires actions to 
ensure that at least the level of safety of one hydraulic circuit 
will be restored within an acceptable timeframe.
    EASA AD 2007-0245, issued on 05 September 2007 as an interim 
action, is superseded by the present [EASA] AD.

Corrective actions include replacing the spoiler actuator with a 
serviceable unit.

Actions and Compliance

    (f) Unless already done: Within 700 flight hours after the 
effective date of this AD, do the following actions.
    (1) Identify the total flight hours accumulated on each spoiler 
actuator at positions 3 through 7 on the left- and right-hand sides 
of the airplane (FIN 22CP/23CP, 24CP/25CP, 26CP/27CP, 60CP/61CP, and 
62CP/63CP), in accordance with the Accomplishment Instructions of 
Airbus Mandatory Service Bulletin A300-27A6062, dated July 6, 2007.

    Note 1: Smiths Service Information Letters SIL 27-01, dated June 
2007; and SIL 27-02, dated May 2007; may be used as additional 
sources of guidance to identify the total flight hours accumulated 
on each spoiler actuator.

    (2) For airplanes on which the status of any spoiler actuator is 
unknown (unknown number of accumulated flight hours, unknown date of 
manufacture, and/or unknown serial number) the actuator must be 
considered as having exceeded 55,750 total flight hours.
    (3) For airplanes on which all three hydraulic circuits have a 
spoiler actuator that has accumulated or exceeds 55,000 total flight 
hours: Before the accumulation of 55,750 total flight hours or 
within 700 flight hours after the effective date of this AD, 
whichever occurs later, on at least one hydraulic circuit, 
interchange the spoiler actuator with a serviceable unit from 
another hydraulic circuit, or replace the spoiler actuator with a 
serviceable unit, in accordance with the Accomplishment Instructions 
of Airbus Mandatory Service Bulletin A300-27-6060, dated February 
18, 2008.
    (4) For airplanes on which the actions required by paragraph 
(f)(1) of this AD, and, as applicable, paragraph (f)(3) of this AD 
have been accomplished, each airplane must continue to have at least 
one hydraulic circuit fitted with spoiler actuators that do not 
exceed 55,750 total flight hours.

    Note 2: For the purposes of this AD, a serviceable unit is a 
unit that has accumulated less than 55,750 flight hours.

    (5) The operator must not interchange or replace spoiler 
actuators on more than two

[[Page 55116]]

hydraulic circuits at the same time. This will mitigate the risk of 
having a malfunction on the three hydraulic systems at the same 
time.

FAA AD Differences

    Note 3: This AD differs from the MCAI and/or service information 
as follows:
    This AD does not include the reporting requirement specified in 
paragraph (1) of the MCAI. The MCAI carried this requirement forward 
from European Aviation Safety Agency (EASA) Airworthiness Directive 
2007-0245, dated September 5, 2007. We previously determined that no 
action was required on our part regarding EASA AD 2007-0245.

Other FAA AD Provisions

    (g) 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. Send information 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. Before 
using any approved AMOC on any airplane to which the AMOC applies, 
notify your appropriate principal inspector (PI) in the FAA Flight 
Standards District Office (FSDO), or lacking a PI, your local FSDO.
    (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.

Related Information

    (h) Refer to MCAI EASA Airworthiness Directive 2008-0058, dated 
March 20, 2008; and Airbus Mandatory Service Bulletin A300-27-6060, 
dated February 18, 2008; and Airbus Mandatory Service Bulletin A300-
27A6062, dated July 6, 2007; for related information.

Material Incorporated by Reference

    (i) You must use Airbus Mandatory Service Bulletin A300-27-6060, 
excluding Appendix 1, dated February 18, 2008; and Airbus Mandatory 
Service Bulletin A300-27A6062, excluding Appendix 1, dated July 6, 
2007; as applicable; to do the actions required by this AD, 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 
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: [email protected]; 
Internet http://www.airbus.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 or 425-227-1152.
    (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.

    Issued in Renton, Washington, on October 7, 2009.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E9-24938 Filed 10-26-09; 8:45 am]
BILLING CODE 4910-13-P