[Federal Register Volume 71, Number 8 (Thursday, January 12, 2006)]
[Rules and Regulations]
[Pages 1930-1935]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 06-63]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2004-18038; Directorate Identifier 2004-NE-01-AD; 
Amendment 39-14444; AD 2006-01-05]
RIN 2120-AA64


Airworthiness Directives; Honeywell International Inc. (Formerly 
AlliedSignal, Inc., Formerly Textron Lycoming, Formerly Avco Lycoming) 
T5309, T5311, T5313B, T5317A, T5317A-1, and T5317B Series, and T53-L-9, 
T53-L-11, T53-L-13B, T53-L-13BA, T53-L-13B S/SA, T53-L-13B S/SB, T53-L-
13B/D, and T53-L-703 Series Turboshaft Engines

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

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain Honeywell International Inc., (formerly AlliedSignal, Inc., 
formerly Textron Lycoming, formerly Avco Lycoming) T53 turboshaft 
engines, installed on, but not limited to, Bell 204, Bell 205, Kaman K-
1200 series, Bell AH-1, and Bell UH-1 helicopters, certified under 14 
CFR 21.25 or 14 CFR 21.27. This AD requires implementing reduced life 
limits for certain parts, using cycle counting methods, and using draw-
down schedules to replace components that exceed the new limits. This 
AD results from the manufacturer informing us of test and analysis 
showing lower calculated service life limits for certain parts, than 
previously published. We are issuing this AD to prevent failure of

[[Page 1931]]

certain compressor, gas producer, and power turbine rotating 
components, which could result in failure of the engine and possible 
damage to the helicopter.

DATES: This AD becomes effective February 16, 2006. The Director of the 
Federal Register approved the incorporation by reference of certain 
publications listed in the regulations as of February 16, 2006. The 
Director of the Federal Register approved the incorporation by 
reference of a certain other publication listed in the regulations as 
of June 13, 2002 (67 FR 31111, May 9, 2002).

ADDRESSES: Contact Honeywell International Inc., Attn: Data 
Distribution, M/S 64-3/2101-201, P.O. Box 29003, Phoenix, AZ 85038-
9003; telephone: (602) 365-2493; fax: (602) 365-5577 for the service 
information identified in this AD.
    You may examine the AD docket on the Internet at http://dms.dot.gov 
or in Room PL-401 on the plaza level of the Nassif Building, 400 
Seventh Street, SW., Washington, DC.

FOR FURTHER INFORMATION CONTACT: Robert Baitoo, Aerospace Engineer, Los 
Angeles Aircraft Certification Office, FAA, Transport Airplane 
Directorate, 3960 Paramount Blvd., Lakewood, CA 90712-4137; telephone: 
(562) 627-5245, fax: (562) 627-5210.

SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39 
with a new AD, applicable to Honeywell International Inc., (formerly 
AlliedSignal, Inc., formerly Textron Lycoming, formerly Avco Lycoming) 
T5309, T5311, T5313B, T5317A, T5317A-1, and T5317B series turboshaft 
engines, installed on Bell 204, Bell 205, and Kaman K-1200 series 
helicopters, and T53-L-9, T53-L-11, T53-L-13B, T53-L-13BA, T53-L-13B S/
SA, T53-L-13B S/SB, T53-L-13B/D, and T53-L-703 series turboshaft 
engines, installed on Bell AH-1 and Bell UH-1 helicopters, certified 
under 14 CFR 21.25 or 14 CFR 21.27. We published the proposed AD in the 
Federal Register on June 16, 2004 (69 FR 33599). We proposed to require 
operators to remove from service affected compressor, gas producer, and 
power turbine rotating components at reduced life limits. We also 
proposed to require using draw-down schedules to replace components 
that exceed the new limits.
    On January 6, 2005, the Federal Register (70 FR 1215) published 
notice that we would hold a public meeting to gather additional 
comments and data on the proposed AD. We held the meeting February 8, 
2005, in Anaheim, California, at the Anaheim Convention Center. As a 
result of the comments we received, we reopened the comment period for 
the proposed AD as found in the Federal Register on March 14, 2005 (70 
FR 12421).

Examining the AD Docket

    You may examine the docket that contains the AD, any comments 
received, and any final disposition in person at the Docket Management 
System (DMS) Docket Office between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal holidays. The Docket Office (telephone (800) 
647-5227) is located on the plaza level of the Department of 
Transportation Nassif Building at the street address stated in 
ADDRESSES. Comments will be available in the AD docket shortly after 
the DMS receives them.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. They provided comments during the public 
meeting we held in Anaheim, California on February 8, 2005, and during 
the reopened comment period, which ran from March 14, 2005 to March 31, 
2005. We reopened the comment period because of some of the comments we 
received during the February 8th meeting. We considered all comments we 
received.

Lack of Proof, Data, or Evidence of an Unsafe Condition

    Twenty commenters oppose the AD as proposed, citing lack of proof, 
data, or evidence of an unsafe condition. We disagree. We determined 
that the identified parts are likely to fail before reaching their 
present life limits. These parts, therefore, present an unsafe 
condition. We are issuing this AD to correct that unsafe condition. As 
a result we did not change the AD.

Request for Help From the Helicopter Industry

    One commenter states that during the public meeting on this issue, 
held in Anaheim, CA, the FAA requested that the industry step up to 
help the manufacturer develop data after-the-fact. In addition, that 
the FAA has blindly accepted the manufacturer's unsupported safety 
theory, and finally, that the FAA will still issue the proposed AD, 
despite the lack of supporting data.
    We disagree. We requested the public provide whatever data they 
thought appropriate concerning the proposed AD. After the meeting we 
reviewed all data we received, together with the manufacturer's data, 
and determined that an unsafe condition exists or is likely to develop 
in the engines noted in this AD. We concluded that the data supports 
the need for this AD.

Number of Affected Engines Is Not Correct

    One commenter states that a total of 592 rotorcraft of various 
models registered in the United States, including the Bell UH-1, Bell 
AH-1, Bell 205, and Kaman K-1200, are affected by the AD, nearly twice 
what the FAA said would be affected.
    Another commenter states that neither the NPRM nor the AD worksheet 
(DMS file No. FAA-2004-18038-2) provides factors considered nor the 
methodology by which the FAA determined the quantity of engines 
affected, as well as the cost estimate.
    We agree with both commenters. Some Bell 204 helicopters originally 
powered by T5311 series engines have been re-engined with T5313 series 
engines with certain parts that have life limit reductions. Therefore, 
we added eight engines to the estimated number of affected engines in 
the U.S. and increased the number of affected engines in the cost of 
compliance paragraph to 600, based on information from the engine 
manufacturer and our records. We updated the cost section to reflect 
the additional engines.

Costs of Compliance Are Underestimated and Would Be an Economic 
Hardship

    Eighteen commenters state that the cost of compliance with the 
proposed AD is underestimated. Three commenters state that compliance 
cost would be an economic hardship. We agree the total cost was 
inaccurate. After we published the NPRM, we received more accurate 
parts and labor cost data for a T53 engine repair. We changed our cost 
estimate in the AD. It now reads ``We estimate that 600 engines 
installed on helicopters of U.S. registry will be affected by this AD. 
We also estimate that the prorated labor and parts cost due to life 
limit reductions per engine is $97,000. Based on these figures, we 
estimate the total cost of the AD to U.S. operators to be 
$58,000,000.'' We do not agree that the cost of compliance would impose 
an economic hardship, based on the small percentage increase in overall 
overhaul cost.

U.S. Army Safety-of-Flight Data Should Be Implemented

    Two commenters state that the FAA should require implementation of 
the life limits established in U.S. Army safety of flight message UH-1-
01-01.

[[Page 1932]]

We disagree. The U.S. Army UH-1-01-01 life limits are unique for the 
Army's mission profile. As a result we did not change the AD.

Lower Risk Factor of Fatalities

    One commenter states that the worksheet directs this AD at 
restricted category rotorcraft that do not carry passengers under FAR 
Part 135, and that cannot fly over densely populated areas without an 
FAA waiver. With this combination, the commenter suggests that the risk 
of fatalities is lower than that of other rotorcraft passenger carrying 
operations. We disagree. We also consider the safety of the pilot and 
crew and the rate at which accidents are predicted to occur. As a 
result we did not change the AD.

An AD Should Be Issued for A One-time Inspection

    One commenter states that to be fair to both sides on this issue, 
and to see how concerned the OEM is about the safety of these parts, 
more evaluation data should be obtained and the cost to obtain that 
data should be shared. The FAA should issue an AD that requires a one-
time inspection be done on all the parts in service at this time. The 
OEM should pick up the cost of the non-destruct inspection and the 
operators should absorb the down-time cost and the cost to remove and 
reinstall the engines. This inspection should be done over a one-year 
period in which the operators could choose the down-time period. The 
commenter concludes that the data should be sent to the NTSB for 
evaluation and made public.
    We disagree. We reviewed the technical data supporting the life 
limit reduction and concluded that an inspection AD is insufficient. 
The removal of these parts from service is necessary to eliminate the 
unsafe condition. As a result we did not change the AD.

Contact the Repair Stations

    One commenter suggests that repair stations that have the 
experience on repair, overhaul, and maintenance of these engines, be 
contacted in order to gain their input on field service of the T53 and 
any related service difficulties they have experienced that relate to 
this NPRM. We agree. We investigated repair station inspection results, 
record keeping, and reasons for part removals and part retirements. We 
considered this input in this final rule.

Service Bulletins Not Readily Available

    Two commenters state that the Service Bulletins are not readily 
available. As a result, the public cannot provide sufficient 
substantive comments on the compliance standards the proposed AD would 
impose. Until the Service Bulletins appear on the docket, the NPRM will 
remain deficient. We partially agree. Commenters may get the service 
bulletins from Honeywell at the address listed in the AD. Further, the 
Service Bulletins may be viewed at the National Archives and Records 
Administration when the AD is published.

Question on D979 Turbine Disks Used in T55 and ALF 502 Engines

    Two commenters question why the life limited parts made of D979 
material installed in Honeywell's other engines such as T55 and ALF502 
series did not have a reduction in life limits.
    Part dimensions, features, manufacturing process, material 
characteristics, stress and strain ranges, operating environment, and 
flight profile collectively affect a part's life limit. The use of D979 
material in other applications is not affected by this action. As a 
result we did not change the AD.

Questions on Delay of AD Action

    Four commenters suggest a safety concern does not exist, given the 
delay in AD action. We disagree. The safety concern did not require 
immediate action, so we used the NPRM process to allow for public 
comment, and to perform additional technical review in response to 
these comments.

Question on Draw-Down Schedules

    One commenter questions the validity of the safety concern given 
the longer draw-down schedules for parts that have higher accumulated 
cycles. We disagree. The higher draw-down schedules for parts that have 
higher in-service cycles were developed by risk analysis, and help to 
minimize the economic impact to operators.

Changes Since Issuing the Proposed AD

Supersedure of AD 87-12-05

    Since we issued the NPRM for this AD, we found that the corrective 
actions required by this AD address the safety concerns of AD 87-12-05, 
Amendment 39-5640 (52 FR 21497, June 8, 1987) as well. Therefore, AD 
87-12-05 is redundant and is superseded by this AD action. Since we are 
relaxing a regulatory requirement by superseding the AD, we are using 
this Final Rule to satisfy the notice requirements to supersede AD 87-
12-05, Amendment 39-5640 (52 FR 21497, June 8, 1987).

Addition of Helicopter Model to Applicability

    Some Bell 204 helicopters were originally powered by T5311 series 
engines have been re-engined with T5313 series engines on which certain 
parts had life limit reductions. Therefore, we added the Bell 204 
helicopter model to the applicability of this AD.

Addition of Instructions for Parts With Unknown Hours Or Cycles

    During the public meeting and investigation into the concerns 
raised by commenters, we found aircraft were operated with engines with 
unknown total hours. This safety concern about those engines is now 
addressed by this AD. We added a requirement to remove from service 
engines with unknown accumulated hours or cycles within 250 cycles from 
the effective date of this AD. This requirement is consistent with 
language in Honeywell Service Bulletin No. T5313B/17-0020 (paragraph 
1.D.(2)).

Compliance Time Clarified

    Although the NPRM compliance time stated ``within 100 operating 
hours after the effective date of this AD'', the compliance time in 
this AD is clarified to state ``within 100 operating hours or 90 days 
after the effective date of this AD, whichever occurs first''.

Conclusion

    We have carefully 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 have determined that these changes will not increase the economic 
burden on operators nor increase the scope of the AD.

Costs of Compliance

    There are about 4,500 Honeywell International Inc., (formerly 
AlliedSignal, Inc., formerly Textron Lycoming) T5309, T5311, T5313B, 
T5317A, T5317A-1, and T5317B series turboshaft engines, installed on, 
but not limited to, Bell 205 and Kaman K-1200 series helicopters, and 
T53-L-9, T53-L-11, T53-L-13B, T53-L-13BA, T53-L-13B S/SA, T53-L-13B S/
SB, T53-L-13B/D, and T53-L-703 series turboshaft engines, installed on, 
but not limited to, Bell AH-1 and UH-1 helicopters, certified under 
Sec.  21.25 or 21.27 of the Code of Federal Regulations (14 CFR 21.25 
or 14 CFR 21.27), of the affected design in the worldwide fleet. We 
estimate that 600 engines installed on helicopters of U.S. registry 
will be affected by this AD.

[[Page 1933]]

    We estimate that the prorated labor and parts costs due to life 
limit reductions per engine are approximately $97,000. Based on these 
figures, we estimate the total cost of this AD to U.S. operators to be 
approximately $58,000,000.

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 have 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 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 summary of the costs to comply with this AD and 
placed it in the AD Docket. You may get a copy of this summary at the 
address listed under ADDRESSES.

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 Federal Aviation Administration 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 removing Amendment 39-5640 (52 FR 
21497, June 8, 1987) and by adding a new airworthiness directive, 
Amendment 39-14444, to read as follows:

2006-01-05 Honeywell International Inc. (formerly AlliedSignal, 
Inc., formerly Textron Lycoming, formerly Avco Lycoming): Amendment 
39-14444. Docket No. FAA-2004-18038; Directorate Identifier 2004-NE-
01-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective February 
16, 2006.

Affected ADs

    (b) This AD supersedes AD 87-12-05, Amendment 39-5640.

Applicability

    (c) This AD applies to Honeywell International Inc., (formerly 
AlliedSignal, Inc., formerly Textron Lycoming, formerly Avco 
Lycoming) T5309, T5311, T5313B, T5317A, T5317A-1, and T5317B series 
turboshaft engines, installed on Bell 204, Bell 205, and Kaman K-
1200 series helicopters, and T53-L-9, T53-L-11, T53-L-13B, T53-L-
13BA, T53-L-13B S/SA, T53-L-13B S/SB, T53-L-13B/D, and T53-L-703 
series turboshaft engines, installed on Bell AH-1 and UH-1 
helicopters, certified under Sec.  21.25 or 21.27 of the Code of 
Federal Regulations (14 CFR 21.25 or 14 CFR 21.27).

Unsafe Condition

    (d) This AD results from the manufacturer informing us of test 
and analysis showing lower calculated service life limits for 
certain parts, than originally determined. We are issuing this AD to 
prevent failure of certain compressor, gas producer, and power 
turbine rotating components, which could result in failure of the 
engine and possible damage to the helicopter.

Compliance

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

T5309, T5311, T53-L-9, and T53-L-11 Series Turboshaft Engines

    (f) For T5309, T5311, T53-L-9, and T53-L-11 series turboshaft 
engines, within 100 operating hours or 90 days after the effective 
date of this AD, whichever occurs first, compute the total operating 
hours and cycles and replace rotating components before they exceed 
the new service life limits. Use 2.a. through 2.f. and Component 
Service Life Limits Table 1 of Accomplishment Instructions of 
Lycoming Service Bulletin (SB) No. 0002, Revision 2, dated March 6, 
1989.

T5313B, T5317A, T5317A-1, and T5317B Turboshaft Engines

    (g) For T5313B, T5317A, T5317A-1, and T5317B turboshaft engines, 
within 100 operating hours or 90 days after the effective date of 
this AD, whichever occurs first, compute the total operating hours 
and cycles and replace the rotating components before they exceed 
the new service life limits. Use 2.A. through 2.K. and Component 
Service Life Limits Table 1 of Accomplishment Instructions of 
Honeywell International Inc. SB No. T5313B/17-0020, Revision 7, 
dated November 21, 2002.
    (h) For T5313B, T5317A, T5317A-1, and T5317B turboshaft engines 
that have one or more rotating components that exceed the limits 
specified in Component Service Life Limits Table 1 of Honeywell 
International Inc. SB No. T5313B/17-0020, Revision 7, dated November 
21, 2002, replace the components using the applicable draw-down 
schedule in Table 1 of Honeywell International Inc. SB No. T5313B-
0125, dated March 15, 2001 or Honeywell International Inc. SB No. 
T5317-0125, dated March 15, 2001.

T53-L-13B, T53-L-13BA, T53-L-13B S/SA, and T53-L-13B S/SB Turboshaft 
Engines

    (i) For T53-L-13B, T53-L-13BA, T53-L-13B S/SA, and T53-L-13B S/
SB turboshaft engines, within 100 operating hours or 90 days after 
the effective date of this AD, whichever occurs first, compute the 
total operating hours and cycles and replace the rotating components 
before they exceed the new service life limits. Use 2.A. through 
2.J. and Component Service Life Limits Table 1 of Accomplishment 
Instructions of Honeywell International Inc. SB No. T53-L-13B-0020, 
Revision 3, dated October 25, 2001.
    (j) For T53-L-13B, T53-L-13BA, T53-L-13B S/SA, and T53-L-13B S/
SB turboshaft engines that have one or more rotating components that 
exceed the limits in Component Service Life Limits Table 1 of 
Honeywell SB No. T53-L-13B-0020, Revision 3, dated October 25, 2001, 
replace the components using the applicable draw-down schedule in 
Table 1 of Honeywell International Inc. SB No. T53-L-13B-0125, dated 
April 5, 2001.

T53-L-13B/D Turboshaft Engines

    (k) For T53-L-13B/D turboshaft engines, within 100 operating 
hours or 90 days after the effective date of this AD, whichever 
occurs first, compute the total operating hours and cycles and 
replace the rotating components before they exceed the new service 
life limits. Use 2.A. through 2.J. and Component Service Life Limits 
Table 1 of Accomplishment Instructions of Honeywell International 
Inc. SB No. T53-L-13B/D-0020, Revision 2, dated November 25, 2002.
    (l) For T53-L-13B/D turboshaft engines that have one or more 
rotating components that exceed the limits in Component Service Life 
Limits Table 1 of Honeywell International Inc. SB No. T53-L-13B/D-

[[Page 1934]]

0020, Revision 2, dated November 25, 2002, replace the components 
using the applicable draw-down schedule in Table 1 of Honeywell 
International Inc. SB No. T53-L-13B/D-0125, dated April 5, 2001.

T53-L-703 Turboshaft Engines

    (m) For T53-L-703 turboshaft engines, within 100 operating hours 
or 90 days after the effective date of this AD, whichever occurs 
first, compute the total operating hours and cycles and replace the 
rotating components, before they exceed the new service life limits. 
Use 2.A. through 2.K. and Component Service Life Limits Table 1 of 
Accomplishment Instructions of Honeywell International Inc. SB No. 
T53-L-703-0020, Revision 2, dated November 25, 2002.
    (n) For T53-L-703 turboshaft engines that have one or more 
rotating components that have exceeded the limits in Component 
Service Life Limits Table 1 of Honeywell International Inc. SB No. 
T53-L-703-0020, Revision 2, dated November 25, 2002, replace the 
components using the applicable draw-down schedule in Table 1 of 
Honeywell International Inc. SB No. T53-L-703-0125, dated April 5, 
2001.

Action for Engines With Unknown Accumulated Hour or Cycle Information

    (o) For any engines operating with parts affected by this AD for 
which accumulated operating hour or cycle information is unknown, 
those parts must be removed from service within 250 cycles after the 
effective date of this AD.

Computing Compliance Intervals

    (p) For the purposes of this AD, use the effective date of this 
AD for computing compliance intervals whenever the SBs refer to the 
release date of the SB.

Prohibition of Removed Rotating Components

    (q) Do not reinstall any rotating component that is replaced as 
specified in paragraphs (f) through (n) of this AD, into any engine.

Alternative Methods of Compliance

    (r) The Manager, Los Angeles Aircraft Certification Office, has 
the authority to approve alternative methods of compliance for this 
AD if requested using the procedures found in 14 CFR 39.19.

Related Information

    (s) None.

Material Incorporated by Reference

    (t) You must use the service information specified in Table 1 of 
this AD to perform the actions required by this AD. The Director of 
the Federal Register approved the incorporation by reference of 
Honeywell International Inc. Service Bulletin No. T53-L-13B-0020, 
Revision 3, dated October 25, 2001, listed in Table 1 of this AD as 
of June 13, 2002 (67 FR 31111, May 9, 2002). The Director of the 
Federal Register approved the incorporation by reference of the 
other documents listed in Table 1 of this AD in accordance with 5 
U.S.C. 552(a) and 1 CFR part 51. Contact Honeywell International 
Inc., Attn: Data Distribution, M/S 64-3/2101-201, P.O. Box 29003, 
Phoenix, AZ 85038-9003; telephone: (602) 365-2493; fax: (602) 365-
5577 for a copy of this service information. You may review copies 
at the Docket Management Facility; U.S. Department of 
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-
401, Washington, DC 20590-0001, on the Internet at http://dms.dot.gov, or at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

                                      Table 1.--Incorporation by Reference
----------------------------------------------------------------------------------------------------------------
       Service Bulletin No.              Page              Revision                         Date
----------------------------------------------------------------------------------------------------------------
Textron Lycoming Service Bulletin  ALL............  2....................  March 6, 1989.
 (SB) No. 0002.
  Total Pages: 4
Honeywell International Inc. SB    ALL............  7....................  November 21, 2002.
 No. T5313B/17-0020.
  Total Pages: 14
Honeywell International Inc. SB    ALL............  Original.............  March 15, 2001.
 No. T5313B-0125.
  Total Pages: 6
Honeywell International Inc. SB    ALL............  Original.............  March 15, 2001.
 No. T5317-0125.
  Total Pages: 5
Honeywell International Inc. SB    ALL............  3....................  October 25, 2001.
 No. T53-L-13B-0020.
  Total Pages: 13
Honeywell International Inc. SB    ALL............  Original.............  April 5, 2001.
 No. T53-L-13B-0125.
  Total Pages: 6
Honeywell International Inc. SB    ALL............  2....................  November 25, 2002.
 No. T53-L-13B/D-0020.
  Total Pages: 13
Honeywell International Inc. SB    ALL............  Original.............  April 5, 2001.
 No. T53-L-13B/D-0125.
  Total Pages: 6
Honeywell International Inc. SB    ALL............  2....................  November 25, 2002.
 No. T53-L-703-0020.
  Total Pages: 13
Honeywell International Inc. SB    ALL............  Original.............  April 5, 2001.
 No. T53-L-703-0125.
  Total Pages: 6
----------------------------------------------------------------------------------------------------------------



[[Page 1935]]

    Issued in Burlington, Massachusetts, on December 28, 2005.
Peter A. White,
Acting Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 06-63 Filed 1-11-06; 8:45 am]
BILLING CODE 4910-13-P