Rule2026-21290
Airworthiness Directives; Pratt & Whitney Division Engines
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
October 19, 2026
Effective
November 23, 2026
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA is adopting a new airworthiness directive (AD) for all Pratt & Whitney Division (PW) Model PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4152, PW4156, PW4156A, PW4158, PW4460, and PW4462 engines. This AD was prompted by multiple reports of tailpipe fire, loss of thrust control, and engine in-flight shutdown due to undetected deterioration of pressure burner (Pb) sensors. This AD requires replacing Pb sensors. The FAA is issuing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 91 Issue 200 (Monday, October 19, 2026)</title>
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[Federal Register Volume 91, Number 200 (Monday, October 19, 2026)]
[Rules and Regulations]
[Pages 65944-65950]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2026-21290]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2026-4643; Project Identifier AD-2025-01612-E;
Amendment 39-23495; AD 2026-21-06]
RIN 2120-AA64
Airworthiness Directives; Pratt & Whitney Division Engines
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
Pratt & Whitney Division (PW) Model PW4052, PW4056, PW4060, PW4060A,
PW4060C, PW4062, PW4062A, PW4152, PW4156, PW4156A, PW4158, PW4460, and
PW4462 engines. This AD was prompted by multiple reports of tailpipe
fire, loss of thrust control, and engine in-flight shutdown due to
[[Page 65945]]
undetected deterioration of pressure burner (Pb) sensors. This AD
requires replacing Pb sensors. The FAA is issuing this AD to address
the unsafe condition on these products.
DATES: This AD is effective November 23, 2026.
ADDRESSES: AD Docket: You may examine the AD docket at <a href="http://regulations.gov">regulations.gov</a>
under Docket No. FAA-2026-4643; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this final rule, any comments
received, and other information. The address for Docket Operations is
U.S. Department of Transportation, Docket Operations, M-30, West
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Molly Sturgis, Aviation Safety
Engineer, FAA, 2200 South 216th Street, Des Moines, WA 98198; phone:
(562) 627-5373; email: <a href="/cdn-cgi/l/email-protection#f19c9e9d9d88df90df82858483969882b1979090df969e87"><span class="__cf_email__" data-cfemail="9df0f2f1f1e4b3fcb3eee9e8effaf4eeddfbfcfcb3faf2eb">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to all PW Model PW4052,
PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4152, PW4156,
PW4156A, PW4158, PW4460, and PW4462 engines. The NPRM was published in
the Federal Register on May 26, 2026 (91 FR 30514). The NPRM was
prompted by multiple events involving PW PW4000-94 engines in which
tailpipe fire, loss of thrust control, and engine in-flight shutdown
occurred. A manufacturer investigation revealed that these events were
caused by undetected deterioration of Pb sensors due to epoxy
deterioration, which can lead to erroneous Pb sensor measurements and
incorrect fuel commands. In the NPRM, the FAA proposed to require
replacing Pb sensors within certain compliance times. The FAA is
issuing this AD to address the unsafe condition on these products.
Discussion of Final Airworthiness Directive
Comments
The FAA received comments from 10 commenters. Commenters included
Air Line Pilots Association, International (ALPA), Atlas Air, Boeing
Commercial Airplanes (Boeing), Delta Air Lines, Inc (DAL), European Air
Transport Leipzig GmbH, FedEx, the Foundation for Aviation Safety, PW,
United Airlines (United), and United Parcel Service (UPS). ALPA and
Boeing supported the NPRM without change. The following presents the
comments received on the NPRM and the FAA's response to each comment.
Request To Include Service Material as an Approved Method of Compliance
Atlas Air and UPS requested that the FAA revise the NPRM to include
the use of certain service material as acceptable forms of compliance
with the NPRM. Specifically, Atlas Air requested that the FAA include
Collins Aerospace Service Bulletin (SB) EEC1-73-62 or PW SB PW4ENG 73-
221 as approved methods of compliance. UPS requested that the FAA
include replacement of Pb sensors with new Pb sensors (in accordance
with the component maintenance manual or other approved procedures) and
accomplishment of Collins Aerospace SB EEC1-73-62 as approved methods
of compliance. Atlas Air noted that all required actions in the NPRM
were derived from the accomplishment instructions in Collins Aerospace
SB EEC1-73-62.
The FAA disagrees with the request. The FAA acknowledges that
Collins Aerospace SB EEC1-73-62 and PW SB PW4ENG 73-221, Revision No.
3, dated July 1, 2024 (PW SB PW4ENG 73-221, Revision No. 3) are
acceptable methods for compliance with this AD, but notes that
incorporating these materials by reference is unnecessary because this
AD already includes all relevant information for compliance. The FAA
did not change this AD as a result of this comment.
Request To Include Additional Engine Models
DAL and PW requested that the FAA revise paragraph (c) of the
proposed AD to include engine models with a dash number suffix
identified in PW SB PW4ENG 73-221, Revision No. 3. Specifically, DAL
requested all dash number suffix variants, while PW requested only -3
(Phase III) models be included. PW noted that all -3 (Phase III) engine
model configurations are included in both the FAA type certificate data
sheet (TCDS) and PW SB PW4ENG 73-221, Revision No. 3. PW also stated
that this revision would improve alignment between the NPRM and PW
maintenance instructions and would eliminate ambiguity for operators
during compliance planning.
The FAA disagrees with the request because dash number suffixes and
other configuration designations are not separate engine models
recognized by the TCDS and therefore, are not listed in the
applicability of this AD. The FAA notes that engines identified by dash
number suffixes that correspond to listed TCDS engine models are
already included within the applicability of this AD. The FAA did not
change this AD as a result of this comment.
Request To Limit Applicability to Engines With Certain Pb Sensors
DAL requested that the FAA revise paragraph (c) of the proposed AD
to only include engines with electronic engine controls (EEC) that have
Pb sensor part number (P/N) 800833-1 or P/N 796163-1 installed. DAL
stated that if Collins Aerospace certifies a new Pb sensor P/N, the
certification process would ensure that the same deterioration, as
addressed by the NPRM, would not exist.
The FAA disagrees with the request. If a new configuration Pb
sensor is released and proven not susceptible to the unsafe condition,
then the FAA would consider adjusting the required actions for that Pb
sensor at that time, including alternative methods of compliance (AMOC)
requested under the provisions of paragraph (i) of this AD. The FAA did
not change this AD as a result of this comment.
Request To Clarify Tracking Method for Flight Hours (FH)
DAL and United requested that the FAA revise paragraph (h) of the
proposed AD to clarify that if the FH cannot be determined for the Pb
sensor, guidance for determining the age of the Pb sensors may be found
in PW SB PW4ENG 73-221, Revision No. 3. Specifically, United requested
that guidance stating that the EEC operational hours can also be
established by multiplying years in service by 3,048 hours or average
utilization per year be included in the NPRM. United stated that
industry experience indicates that while the EEC timer tracks sensor
replacement intervals based on operational hours, a significant number
of units arrive at shop visits with unreliable EEC times that cannot be
used to determine operating hours. DAL noted that most operators track
operating times (including time since new) and operating cycles
(including cycles since new) of the EEC, similar to how operators track
life limits on life limited parts, making EEC flight hour tracking a
sufficient method for monitoring the 30,000 FH limit on the Pb sensor.
The FAA disagrees with the request because operators are
responsible for tracking and determining the FH and years since new or
since repair for Pb sensors, and the methodology for this practice is
not specifically required in this AD. Note 1 to paragraph (h) of this
[[Page 65946]]
AD identifies that guidance for determining the age of Pb sensors may
be found in PW Service Bulletin PW4ENG 73-221, Revision No. 3. The FAA
did not change this AD as a result of this comment.
Request To Clarify Use of ``Years in Service''
European Air Transport Leipzig GmbH requested that the FAA explain
the use of the term ``years in service'' in the NPRM, and DAL requested
that the FAA change the term ``10 years in service'' to ``10 calendar
years since the EEC was made serviceable with a new or repaired Pb
sensor installed.'' European Air Transport Leipzig GmbH stated that
EECs stored in a controlled environment (individually or on preserved
spare engines) do not experience epoxy deterioration in the same manner
as EECs actively operated on aircraft, so the ``years in service''
counter should be applied differently for stored/preserved EECs versus
those in active operation. DAL noted that the accomplishment
instructions in PW SB PW4ENG 73-221, Revision No. 3 and Hamilton
Sundstrand SB EEC131-73-62, Revision 1, dated January 20, 2023,
determine Pb sensor operational hours and years of service based on EEC
operating hours. DAL added that if the Pb sensor is not installed in an
operating EEC, hours and years would not accrue, and time outside of an
EEC would not count toward years of service.
The FAA partially agrees with the request. The FAA agrees that the
term ``years in service'' should be revised to provide clarity as to
the intent of the compliance time, but the FAA disagrees with the
proposed language. The FAA has revised the language in paragraphs (g)
and (h) of this AD to ``years since new or since last repair.'' The FAA
disagrees with commenter's position regarding epoxy deterioration on
stored EECs because the FAA has no data demonstrating that EECs stored
separately or installed on preserved spare engines experience a
different rate of deterioration than EECs in active operation. However,
the FAA notes that once this AD is published, any person may request
approval of an AMOC under the provisions of paragraph (i) of this AD.
Request To Remove Extra Asterisk in Table 1 to Paragraph (h)
DAL and FedEx requested that the FAA remove the second asterisk
from the heading in the fourth column of table 1 to paragraph (h) in
the proposed AD. DAL noted that they believe the second asterisk was
inadvertently added.
The FAA agrees with the request and has removed the second asterisk
from the heading in the fourth column of table 1 to paragraph (h) of
this AD.
Request To Clarify Definition of ``Part Eligible for Installation''
FedEx requested that the FAA clarify the definition of a ``part
eligible for installation'' in paragraph (g) of the proposed AD.
Specifically, FedEx noted that the current definition permits
installation of a used Pb sensor that is near its service limits (e.g.,
29,999 FH and 9 years 11 months) and asked how operators should handle
such a sensor once it exceeds the AD limits shortly after return to
service. Additionally, FedEx requested clarification on whether a
repair resets both the flight-hour and calendar-service times to zero,
and if so, whether a new calendar date label must be applied to the
sensor to reflect the updated service times.
The FAA agrees to clarify. The FAA has revised the language in
paragraphs (g) and (h) of this AD from ``years in service'' to ``years
since new or since last repair.'' For the scenario provided, a Pb
sensor with 29,999 FH and 9 years 11 months since new or since last
repair require replacement in accordance with paragraph (h)(2) of this
AD. The FAA notes that operators are responsible for tracking and
determining the FH and years since new or since repair for Pb sensors,
and the methodology for this practice is not specifically required in
this AD. The FAA did not change this AD as a result of this comment.
Request To Refer to Service Material
FedEx requested that the FAA revise paragraph (h)(1) of the
proposed AD to require the step to be performed in accordance with PW
SB PW4ENG 73-221, Revision No. 3. FedEx noted that currently, the
instructions for continued airworthiness are not directly cited and the
NPRM only includes PW SB PW4ENG 73-221, Revision No. 3, as a reference
for determining utilization.
The FAA disagrees with the request to incorporate PW SB PW4ENG 73-
221, Revision No. 3, by reference. Paragraph (h)(1) of this AD
identifies the part that needs to be replaced, the part eligible for
installation, and the compliance times for replacement. The FAA did not
incorporate PW SB PW4ENG 73-221, Revision No. 3, by reference because
the AD allows any FAA-approved method for replacing the Pb sensor and
incorporating this service bulletin by reference would unnecessarily
restrict operators. The FAA did not change this AD as a result of this
comment.
Request To Revise Unrelated Service Material
FedEx requested that the FAA add a data field to the label field in
Figure 2 of Hamilton Sundstrand SB EEC 131-73-64. Fed Ex stated that
for cargo and other low-utilization operations, the calendar-date
limitation may be more restrictive than the flight-hour limit and
making Pb sensor hours and date code readily visible without
disassembling the EEC would be helpful for ongoing maintenance and
compliance.
The FAA disagrees with the request because the referenced service
material is not applicable to this AD. The FAA also notes that the FAA
does not control service bulletin content. The FAA did not change this
AD as a result of this comment.
Request To Clarify How Average Utilization is Calculated
FedEx requested that the FAA clarify the acceptable method for
calculating average utilization. FedEx noted that the NPRM does not
define ``average utilization'' and asked whether this refers to the
operator's fleet average, the average for the specific aircraft on
which the sensor is installed, or an industry or fleet-wide average.
FedEx also stated that the accomplishment instructions of Hamilton
Sundstrand SB EEC131-73-62 indicate that operational hours may be
determined ``by multiplying years in service by 3,048 hours or average
utilization per year.''
The FAA disagrees with the request. The FAA notes that operators
are responsible for tracking and determining the FH and years since new
or since repair for Pb sensors, and the methodology for this practice
is not specifically required in this AD. The FAA also notes that the
referenced service material is not applicable to this AD, and the FAA
does not control service bulletin content. The FAA did not change this
AD as a result of this comment.
Request To Clarify Compliance Time
The Foundation for Aviation Safety requested that the FAA clarify
why Pb sensor replacement is not an immediate compliance requirement in
the NPRM. The Foundation for Aviation Safety stated that Pb sensor
replacement is a 2-hour fix to guard against engine fires or other
engine catastrophes.
The FAA agrees to clarify. Although Pb sensor replacement is a
maintenance task that can be accomplished in a relatively short amount
of time, compliance time is not driven by ease of replacement, and the
phased replacement approach required by this
[[Page 65947]]
AD reduces operator burden while still ensuring the overall safety of
the fleet. The FAA did not change this AD as a result of this comment.
Request To Update Service Material Revision Number
PW requested that the FAA update the NPRM to reference the
appropriate revision number and date for PW SB PW4ENG 73-221, Revision
No. 3, if the SB is revised before the FAA final rule is published. PW
noted that engine models PW4060A, PW4060C, and PW4156 are included in
the NPRM and in the TCDS but do not appear in PW SB PW4ENG 73-221,
Revision No. 3. PW stated that since the NPRM proposed actions that are
derived from PW SB PW4ENG 73-221, Revision No. 3, PW will review
whether a revision to this SB is warranted to ensure that operators of
these engine models have the proper guidance necessary to accomplish
the AD requirements.
The FAA acknowledges the request but notes that PW SB PW4ENG 73-
221, Revision No. 3, is not incorporated by reference in this AD, and
the SB was not revised prior to the issuance of this final rule. The
FAA did not change this AD as a result of this comment.
Request To Modify Calendar-Time Compliance Option
UPS requested that the FAA modify the calendar-time compliance
option for low-utilization operators (less than 1,200 cycles per year).
UPS proposed a 15-year compliance interval rather than the 10-year
interval specified in paragraph (h)(2) of the proposed AD. UPS noted
that they were not requesting a change to the flight-hours requirement
for low-utilization operators.
The FAA disagrees with the request. The commenter provided no
justification for the request, and the FAA notes that the failure
mechanism of the Pb sensor (the epoxy degradation) was analyzed and is
driven by both utilization and calendar time, and the compliance times
identified in this AD are required to maintain the safe operation of
the fleet. The FAA also notes that, in response to a previous comment,
the term ``years in service'' was revised to ``years since new or since
last repair'' in paragraphs (g) and (h) of this AD to provide clarity
as to the intent. The FAA did not change this AD as a result of this
comment.
Request To Add Methodology for Determining Pb Sensor FH/Calendar Time
UPS requested that the FAA allow for the use of the highest
accumulated FH or the oldest repair date of any Pb sensor in the fleet
for determining the applicable replacement compliance timeframe for Pb
sensors with unknown FH or calendar time since new or since repair.
The FAA disagrees with the request because operators are
responsible for tracking and determining the FH and years since new or
since repair for Pb sensors, and the methodology for this practice is
not specifically required in this AD. The FAA did not change this AD as
a result of this comment.
Conclusion
The FAA reviewed the relevant data, considered any comments
received, and determined that air safety requires adopting this AD as
proposed. Accordingly, the FAA is issuing this AD to address the unsafe
condition on these products. Except for minor editorial changes, and
any other changes described previously, this AD is adopted as proposed
in the NPRM. None of the changes will increase the economic burden on
any operator.
Costs of Compliance
The FAA estimates that this AD affects 210 engines installed on
airplanes of U.S. registry.
The FAA estimates the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
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Replace Pb sensors................... 2 work-hours x $85 per $15,694 $15,864 $3,331,440
hour = $170.
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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.
The FAA is 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
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) Will not affect intrastate aviation in Alaska, 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
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 airworthiness
directive:
2026-21-06 Pratt & Whitney Division: Amendment 39-23495; Docket No.
[[Page 65948]]
FAA-2026-4643; Project Identifier AD-2025-01612-E.
(a) Effective Date
This airworthiness directive (AD) is effective November 23,
2026.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all Pratt & Whitney Division (PW) Model
PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4152,
PW4156, PW4156A, PW4158, PW4460, and PW4462 engines.
(d) Subject
Joint Aircraft System Component (JASC) Code 7300, Engine Fuel
and Control.
(e) Unsafe Condition
This AD was prompted by multiple reports of tailpipe fire, loss
of thrust control, and engine in-flight shutdown due to undetected
deterioration of pressure burner (Pb) sensors. The FAA is issuing
this AD to detect and correct the deterioration of Pb sensors. The
unsafe condition, if not addressed, could result in engine fire,
loss of thrust control, and engine in-flight shutdown.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Definitions
For the purpose of this AD, a ``part eligible for installation''
is a Pb sensor that has accumulated less than 30,000 flight hours
(FH) since new or since last repair and less than 10 years since new
or since last repair.
(h) Required Actions
(1) Replace the Pb sensor within the electronic engine control
(EEC) with a part eligible for installation within the applicable
number of months after the effective date of this AD, as specified
in table 1 to paragraph (h) of this AD, and thereafter before
accumulating 30,000 FH since new or since last repair, or before
accumulating 10 years since new or since last repair, whichever
occurs first.
[[Page 65949]]
Table 1 to Paragraph (h)--Pb Sensor Replacement Times
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60,000 FH or more 50,000-59,999 FH 40,000-49,999 FH 30,000-39,999 FH
since new or since since new or since since new or since since new or since Unknown FH since
Years since new or since last repair as of the last repair as of last repair as of last repair as of last repair as of Less than 30,000 FH since new or since new or since last
effective date of this AD the effective date the effective date the effective date the effective date last repair as of the effective date of repair as of the
of this AD * of this AD * of this AD * of this AD * this AD * (months) effective date of
(months) (months) (months) (months) this AD * (months)
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
16 or more years............................... 10 10 10 10 10......................................... 10
At or more than 14 years but less than 16 years 10 14 14 14 14......................................... 10
At or more than 12 years but less than 14 years 10 14 21 21 21......................................... 10
At or more than 10 years but less than 12 years 10 14 21 30 30......................................... 10
Less than 10 years............................. 10 14 21 30 Refer to paragraph (h)(2) of this AD....... 10
Unknown years.................................. 10 10 10 10 10......................................... 10
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
* Flight hours since new or since last repair: Calculate by rounding to the nearest hour.
[[Page 65950]]
(2) For Pb sensors that have accumulated less than 30,000 FH
since new or since last repair and less than 10 years since new or
since last repair as of the effective date of this AD, replace the
Pb sensor within the EEC with a part eligible for installation as
follows, whichever occurs later:
(i) Before accumulating 30,000 FH or 10 years since new or since
last repair as applicable, whichever occurs first.
(ii) Within 30 months after the effective date of this AD.
Note 1 to paragraph (h): Guidance for determining the age of Pb
sensors may be found in PW Service Bulletin PW4ENG 73-221, Revision
No. 3, dated July 1, 2024.
(i) Alternative Methods of Compliance (AMOCs)
(1) The Manager, AIR-520 Continued Operational Safety Branch,
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 manager of the AIR-520 Continued
Operational Safety Branch, send it to the attention of the person
identified in paragraph (j) of this AD and email to: <a href="/cdn-cgi/l/email-protection#2b6a6664686b4d4a4a054c445d"><span class="__cf_email__" data-cfemail="fdbcb0b2bebd9b9c9cd39a928b">[email protected]</span></a>.
(2) 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.
(j) Additional Information
(1) For more information about this AD, contact Molly Sturgis,
Aviation Safety Engineer, FAA, 2200 South 216th Street, Des Moines,
WA 98198; phone: (562) 627-5373; email: <a href="/cdn-cgi/l/email-protection#137e7c7f7f6a3d723d60676661747a60537572723d747c65"><span class="__cf_email__" data-cfemail="d8b5b7b4b4a1f6b9f6abacadaabfb1ab98beb9b9f6bfb7ae">[email protected]</span></a>.
(2) For material identified in this AD that is not incorporated
by reference, contact PW, 400 Main Street, East Hartford, CT 06118;
phone: (800) 565-0140; email: <a href="/cdn-cgi/l/email-protection#6a020f061a585e2a1a180b1e1e1d02031e040f1344090507"><span class="__cf_email__" data-cfemail="2a424f465a181e6a5a584b5e5e5d42435e444f5304494547">[email protected]</span></a>; website:
<a href="http://connect.prattwhitney.com">connect.prattwhitney.com</a>.
(k) Material Incorporated by Reference
None.
Issued on October 14, 2026.
Lona C. Saccomando,
Acting Deputy Director, Integrated Certificate Management Division,
Aircraft Certification Service.
[FR Doc. 2026-21290 Filed 10-16-26; 8:45 am]
BILLING CODE 4910-13-P
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