Airworthiness Directives; Various Helicopters, 69992-69996 [2021-26779]

Download as PDF 69992 Federal Register / Vol. 86, No. 234 / Thursday, December 9, 2021 / Rules and Regulations (i) Flight Condition Limitation As of the effective date of this AD: Do not perform external load operations until the modification required by Paragraph (1) of EASA AD 2021–0027R1 is complete. PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive: ■ 2021–24–03 Airbus Helicopters: Amendment 39–21824; Docket No. FAA–2021–0796; Project Identifier MCAI–2021–00098–R. (a) Effective Date This airworthiness directive (AD) is effective January 13, 2022. (b) Affected ADs None. (c) Applicability This AD applies to all Airbus Helicopters Model AS355NP helicopters, certificated in any category. (d) Subject Joint Aircraft Service Component (JASC) Code: 6700, Rotorcraft Flight Control. (e) Unsafe Condition This AD was prompted by a report of mechanical deformation found on the protective cover (also referred to as switch guard) of the ‘‘SHEAR’’ control pushbutton installed on a co-pilot collective stick of a Model EC225LP helicopter, caused by incorrect handling; due to having an identical design switch guard installed on the pilot collective stick, Model AS355NP helicopters are also affected. The FAA is issuing this AD to address mechanical deformation on the protective cover of the ‘‘SHEAR’’ control pushbutton installed on the pilot collective stick. The unsafe condition, if not addressed, could result in unintended shearing of the hoist cable, possibly resulting in injury to hoisted person(s). (f) Compliance Comply with this AD within the compliance times specified, unless already done. khammond on DSKJM1Z7X2PROD with RULES (g) Requirements Except as specified in paragraph (h) of this AD: Comply with all required actions and compliance times specified in, and in accordance with, European Union Aviation Safety Agency (EASA) AD 2021–0027R1, dated January 22, 2021 (EASA AD 2021– 0027R1). (h) Exceptions to EASA AD 2021–0027R1 (1) Where EASA AD 2021–0027R1 refers to its effective date, this AD requires using the effective date of this AD. (2) This AD does not require the ‘‘Remarks’’ section of EASA AD 2021– 0027R1. VerDate Sep<11>2014 16:33 Dec 08, 2021 Jkt 256001 (j) No Reporting Requirement Although the service information referenced in EASA AD 2021–0027R1 specifies to submit certain information to the manufacturer, this AD does not include that requirement. (k) Alternative Methods of Compliance (AMOCs) (1) The Manager, International Validation 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 International Validation Branch, send it to the attention of the person identified in paragraph (l) of this AD. Information may be emailed to: 9-AVS-AIR730-AMOC@faa.gov. (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. (l) Related Information For more information about this AD, contact Hal Jensen, Aerospace Engineer, Operational Safety Branch, Compliance & Airworthiness Division, FAA, 950 L’Enfant Plaza N SW, Washington, DC 20024; phone: (202) 267–9167; email: hal.jensen@faa.gov. (m) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this service information as applicable to do the actions required by this AD, unless this AD specifies otherwise. (i) European Union Aviation Safety Agency (EASA) AD 2021–0027R1, dated January 22, 2021. (ii) [Reserved] (3) For EASA AD 2021–0027R1, contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; phone: +49 221 8999 000; email: ADs@easa.europa.eu; internet: www.easa.europa.eu. You may find the EASA material on the EASA website at https://ad.easa.europa.eu. (4) You may view this service information at the FAA, Office of the Regional Counsel, Southwest Region, 10101 Hillwood Pkwy., Room 6N–321, Fort Worth, TX 76177. For information on the availability of this material at the FAA, call (817) 222–5110. This material may be found in the AD docket at https://www.regulations.gov by searching for and locating Docket No. FAA–2021–0796. (5) You may view this material that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, email PO 00000 Frm 00016 Fmt 4700 Sfmt 4700 fr.inspection@nara.gov, or go to: https:// www.archives.gov/federal-register/cfr/ibrlocations.html. Issued on November 10, 2021. Lance T. Gant, Director, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2021–26604 Filed 12–8–21; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2021–0954; Project Identifier AD–2021–01170–R; Amendment 39–21811; AD 2021–23–13] RIN 2120–AA64 Airworthiness Directives; Various Helicopters Federal Aviation Administration (FAA), DOT. ACTION: Final rule; request for comments. AGENCY: The FAA is adopting a new airworthiness directive (AD) for all helicopters equipped with a radio (also known as radar) altimeter. This AD was prompted by a determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7–3.98 GHz frequency band (5G C-Band). This AD requires revising the limitations section of the existing rotorcraft flight manual (RFM) for your helicopter to incorporate limitations prohibiting certain operations requiring radio altimeter data when in the presence of 5G C-Band interference in areas as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products. DATES: This AD is effective December 9, 2021. The FAA must receive comments on this AD by January 24, 2022. ADDRESSES: You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods: • Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: (202) 493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, Washington, DC 20590. • Hand Delivery: Deliver to Mail address above between 9 a.m. and 5 SUMMARY: E:\FR\FM\09DER1.SGM 09DER1 Federal Register / Vol. 86, No. 234 / Thursday, December 9, 2021 / Rules and Regulations p.m., Monday through Friday, except Federal holidays. Examining the AD Docket You may examine the AD docket at https://www.regulations.gov by searching for and locating Docket No. FAA–2021–0954; 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 street address for the Docket Operations is listed above. FOR FURTHER INFORMATION CONTACT: Dave Swartz, Continued Operational Safety Technical Advisor, COS Program Management Section, Operational Safety Branch, FAA, 222 W 7th Ave., M/S #14 Anchorage, AK 99513; phone: 817–222–5390; email: operationalsafety@faa.gov. SUPPLEMENTARY INFORMATION: khammond on DSKJM1Z7X2PROD with RULES Background In March 2020, the United States Federal Communications Commission (FCC) adopted final rules authorizing flexible use of the 3.7–3.98 GHz band for next generation services, including 5G and other advanced spectrum-based services.1 Pursuant to these rules, CBand wireless broadband deployment is permitted to occur in phases with the opportunity for operations in the lower 100 megahertz of the band (3.7–3.8 GHz) in 46 markets beginning as soon as December 5, 2021; however, the FAA does not expect actual deployment to commence until January 5, 2022. This AD refers to ‘‘5G C-Band’’ interference, but wireless broadband technologies, other than 5G, may use the same frequency band.2 These other uses of the same frequency band are within the scope of this AD since they would introduce the same risk of radio altimeter interference as 5G C-Band. In April 2020, RTCA formed a 5G Task Force, including members from RTCA, the FAA, aircraft and radio altimeter manufacturers, European Organisation for Civil Aviation Equipment (EUROCAE), industry organizations, and operators, to perform ‘‘a quantitative evaluation of radar altimeter performance regarding RF interference from expected 5G emissions in the 3.7–3.98 GHz band, as well as a detailed assessment of the risk of such interference occurring and 1 The FCC’s rules did not make C-Band wireless broadband available in Alaska, Hawaii, and the U.S. Territories. 2 The regulatory text of the AD uses the term ‘‘5G C-Band’’ which, for purposes of this AD, has the same meaning as ‘‘5G’’, ‘‘C-Band’’ and ‘‘3.7–3.98 GHz.’’ VerDate Sep<11>2014 16:33 Dec 08, 2021 Jkt 256001 impacting aviation safety.’’ 3 Based on the work of the task force, RTCA published a report, which concluded that there is ‘‘a major risk that 5G telecommunications systems in the 3.7– 3.98 GHz band will cause harmful interference to radar altimeters on all types of civil aircraft—including commercial transport airplanes; business, regional, and general aviation airplanes; and both transport and general aviation helicopters.’’ 4 The report further concludes that the likelihood and severity of radio frequency interference increases for operations at lower altitudes. That interference could cause the radio altimeter to either become inoperable or present misleading information, and/or also affect associated systems on civil aircraft. The RTCA report refers to FCC Report and Order (R&O) FCC 20–22,5 which identifies radio frequencies and power level conditions for the new CBand services. The RTCA report identified the possibility of interference from both wireless emitters (on base stations, for example) as well as onboard user handsets. The RTCA report and conclusions remain under review, including by federal spectrum regulators. The FAA risk assessment included consideration of the RTCA report, public comments to the RTCA report, and analyses from radio altimeter manufacturers and aircraft manufacturers in support of the safety risk determination. The analyses FAA considered were consistent with RTCA’s conclusions pertaining to radio altimeter interference from C-Band emissions. The FAA determined that, at this time, no information has been presented that shows radio altimeters are not susceptible to interference caused by C-Band emissions permitted in the United States. Additionally, the deployment of CBand wireless broadband networks is occurring globally. In certain countries, deployment has already occurred in CBand frequencies. In some countries, temporary technical, regulatory, and operational mitigations on C-Band 3 RTCA Paper No. 274–20/PMC–2073, Assessment of C-Band Mobile Telecommunications Interference Impact on Low Range Radar Altimeter Options, dated October 7, 2020 (RTCA Paper No. 274–20/PMC–2073), page i. This document is available in Docket No. FAA–2021–0954, and at https://www.rtca.org/wp-content/uploads/2020/10/ SC-239-5G-Interference-Assessment-Report_274-20PMC-2073_accepted_changes.pdf. 4 RTCA Paper No. 274–20/PMC–2073, page i. 5 FCC Report and Order (R&O) FCC 20–22 in the Matter of Expanding Flexible Use of the 3.7–4.2 GHz Band, adopted February 28, 2020, and released March 3, 2020. This document is available in Docket No. FAA–2021–0954, and at https:// www.fcc.gov/document/fcc-expands-flexible-use-cband-5g-0. PO 00000 Frm 00017 Fmt 4700 Sfmt 4700 69993 systems have been implemented while aviation authorities complete their safety assessments. Under the FCC rules adopted in 2020, base stations in rural areas of the United States are permitted to emit at higher levels in comparison to other countries. The radio altimeter is an important aircraft instrument, and its intended function is to provide direct heightabove-terrain/water information to a variety of aircraft systems. Commercial aviation radio altimeters operate in the 4.2–4.4 GHz band, which is separated by 220 megahertz from the C-Band telecommunication systems in the 3.7– 3.98 GHz band. The radio altimeter is more precise than a barometric altimeter and for that reason is used where aircraft height over the ground needs to be precisely measured, such as autohover or other low altitude operations. The receiver on the radio altimeter typically is highly accurate, however it may deliver erroneous results in the presence of out-of-band radio frequency emissions from other frequency bands. The radio altimeter must detect faint signals reflected off the ground to measure altitude, in a manner similar to radar. Out-of-band signals could significantly degrade radio altimeter functions during critical phases of flight, if the altimeter is unable to sufficiently reject those signals. Many operators need to be able to land in low visibility conditions. These operators employ specially certified equipment and flightcrew training in order to be able to fly closer to the ground during approach in instrument conditions without visual reference to the landing environment. These operations can only be conducted with reference to actual height above the ground, as measured by a radio altimeter. Additionally, automatic and/or manual flight guidance systems on helicopters facilitate low visibility operations and rely on accurate radio altimeter inputs. These inputs may provide height data for landing and takeoff for Category A and Category B operations. Anomalous (missing or erroneous) radio altimeter inputs to these systems may cause the aircraft to be maneuvered in an unexpected or hazardous manner during the final stages of approach and landing, and may not be detectable by the pilot in time to maintain continued safe flight and landing. Inaccurate radio altimeter data can result in pilots not trusting their instruments, eroding the foundation on which all instrument flight training is built. E:\FR\FM\09DER1.SGM 09DER1 69994 Federal Register / Vol. 86, No. 234 / Thursday, December 9, 2021 / Rules and Regulations Although the FAA has determined operations immediately at risk are those requiring a radio altimeter to takeoff, land, or establish and maintain a hover, a wide range of automated safety systems rely on radio altimeter data. The FAA continues to work with interagency and industry stakeholders to collect data on potential effects to these systems to determine whether additional mitigations are necessary. The FAA determined, however, that mandatory action is not immediately required for these systems. The FAA plans to use data provided by telecommunications providers to determine which heliports, airports, or areas within the United States have or will have C-Band base stations or other devices that could potentially impact helicopter systems. NOTAMs will be issued, as necessary, to state the specific areas where the data from a radio altimeter may be unreliable due to the presence of 5G C-Band wireless broadband signals.6 For this reason, this AD requires flight manual limitations that prohibit certain operations requiring radio altimeter data in areas that will be identified by NOTAMs. Due to the dynamic nature of base station activation and the ongoing process of identifying the resulting affected airspace, including potential consideration for variability in C-Band deployment conditions such as radiated power levels and locations, the FAA has determined that NOTAMs are the best means to communicate changes in restrictions within affected areas. Finally, the FAA notes that in accordance with paragraph (h) of this AD, any person may propose and request FAA approval of an alternative method of compliance (AMOC). The proposed AMOC must include specific conditions that would address the unsafe condition (e.g., by providing information substantiating that certain aircraft or altimeter models are not susceptible to C-Band radio frequency interference). FAA’s Determination khammond on DSKJM1Z7X2PROD with RULES The FAA is issuing this AD because the agency has determined the unsafe condition described previously is likely to exist or develop in helicopters with a radio altimeter as part of their type design. AD Requirements This AD requires revising the limitations section of the existing RFM for your helicopter to incorporate 6 The FAA’s process for issuing NOTAMs is described in FAA Order 7930.2S, Notices to Air Missions (NOTAM), December 2, 2021. VerDate Sep<11>2014 16:33 Dec 08, 2021 Jkt 256001 limitations prohibiting certain operations requiring radio altimeter data when in the presence of 5G C-Band wireless broadband signals in areas as identified by NOTAM. These prohibitions could prevent flights and could also result in flight diversions. Compliance With RFM Revisions Section 91.9 prohibits any person from operating a civil aircraft without complying with the operating limitations specified in the RFM. Interim Action The FAA considers this AD to be an interim action. If final action is later identified, the FAA might consider further rulemaking. Justification for Immediate Adoption and Determination of the Effective Date Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5 U.S.C. 551 et seq.) authorizes agencies to dispense with notice and comment procedures for rules when the agency, for ‘‘good cause,’’ finds that those procedures are ‘‘impracticable, unnecessary, or contrary to the public interest.’’ Under this section, an agency, upon finding good cause, may issue a final rule without providing notice and seeking comment prior to issuance. Further, section 553(d) of the APA authorizes agencies to make rules effective in less than thirty days, upon a finding of good cause. An unsafe condition exists that requires the immediate adoption of this AD without providing an opportunity for public comments prior to adoption. The FAA has found that the risk to the flying public justifies foregoing notice and comment prior to adoption of this rule because radio altimeter anomalies that are undetected by the aircraft automation or pilot, particularly close to the ground, could lead to loss of continued safe flight and landing. The urgency is based on C-Band wireless broadband deployment, which is expected to occur in phases with operations beginning as soon as January 5, 2022. Accordingly, notice and opportunity for prior public comment are impracticable and contrary to the public interest pursuant to 5 U.S.C. 553(b)(3)(B). In addition, the FAA finds that good cause exists pursuant to 5 U.S.C. 553(d) for making this amendment effective in less than 30 days, for the same reasons the FAA found good cause to forego notice and comment. PO 00000 Frm 00018 Fmt 4700 Sfmt 4700 Comments Invited The FAA invites you to send any written data, views, or arguments about this final rule. Send your comments to an address listed under ADDRESSES. Include ‘‘Docket No. FAA–2021–0954 and Project Identifier AD–2021–01170– R’’ at the beginning of your comments. The most helpful comments reference a specific portion of the final rule, explain the reason for any recommended change, and include supporting data. The FAA will consider all comments received by the closing date and may amend this final rule because of those comments. Except for Confidential Business Information (CBI) as described in the following paragraph, and other information as described in 14 CFR 11.35, the FAA will post all comments received, without change, to https:// www.regulations.gov, including any personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this final rule. Confidential Business Information CBI is commercial or financial information that is both customarily and actually treated as private by its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public disclosure. If your comments responsive to this AD contain commercial or financial information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this AD, it is important that you clearly designate the submitted comments as CBI. Please mark each page of your submission containing CBI as ‘‘PROPIN.’’ The FAA will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this AD. Submissions containing CBI should be sent to Dave Swartz, Continued Operational Safety Technical Advisor, COS Program Management Section, Operational Safety Branch, FAA, 222 W. 7th Ave, M/S #14 Anchorage, AK 99513; phone: 817–222– 5390; email: operationalsafety@faa.gov. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking. Regulatory Flexibility Act The requirements of the Regulatory Flexibility Act (RFA) do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment. Because FAA has determined that it has good cause to E:\FR\FM\09DER1.SGM 09DER1 Federal Register / Vol. 86, No. 234 / Thursday, December 9, 2021 / Rules and Regulations adopt this rule without prior notice and comment, RFA analysis is not required. Impact on Intrastate Aviation in Alaska For the reasons discussed above, this AD will not affect intrastate aviation in Alaska. Costs of Compliance The FAA estimates that this AD affects 1,828 helicopters of U.S. registry. Labor rates are estimated at $85 per work-hour. Based on these numbers, the FAA estimates the following costs to comply with this AD. Revising the existing RFM for your helicopter would take about 1 workhour for an estimated cost of $85 per helicopter or $155,380 for the U.S. fleet. khammond on DSKJM1Z7X2PROD with RULES As previously discussed, there may be other impacts to aviation; however there remains uncertainty as to cost due to various factors such as which areas within the United States have, or will have, base stations or other devices that could interfere with aircraft radio altimeters. 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. 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 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 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. This airworthiness directive (AD) is effective December 9, 2021. 16:33 Dec 08, 2021 Jkt 256001 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive: 2021–23–13 Various Helicopters: Amendment 39–21811; Docket No. FAA–2021–0954; Project Identifier AD– 2021–01170–R. (a) Effective Date (b) Affected ADs None. (c) Applicability This AD applies to all helicopters, certificated in any category, equipped with a radio (also known as radar) altimeter. These radio altimeters are installed on various helicopter models including, but not limited to, the helicopters for which the design approval holder is identified in paragraphs (c)(1) through (20) of this AD. (1) Airbus Helicopters PO 00000 Frm 00019 Fmt 4700 Sfmt 4700 (2) Airbus Helicopters Deutschland GmbH (3) Air Space Design and Manufacturing, LLC (4) Bell Textron Canada Limited (5) Bell Textron Inc. (6) Brantly International, Inc. (7) Centerpointe Aerospace Inc. (8) Columbia Helicopters, Inc. (9) The Enstrom Helicopter Corporation (10) Erickson Air-Crane Incorporated, DBA Erickson Air-Crane (11) Helicopteres Guimbal (12) Siam Hiller Holdings, Inc. (13) Kaman Aerospace Corporation (14) Leonardo S.p.a. (15) MD Helicopters Inc. (16) PZL Swidnik S.A. (17) Robinson Helicopter Company (18) Schweizer RSG LLC (19) Scotts-Bell 47 Inc. (20) Sikorsky Aircraft Corporation (d) Subject Joint Aircraft Service Component (JASC) Code: 3444, Ground Proximity System. (e) Unsafe Condition Authority for This Rulemaking VerDate Sep<11>2014 69995 This AD was prompted by a determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7–3.98 GHz frequency band (5G C-Band). The FAA is issuing this AD because radio altimeter anomalies that are undetected by the automation or pilot, particularly close to the ground, could lead to loss of continued safe flight and landing. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Rotorcraft Flight Manual (RFM) Revision On or before January 4, 2022: Revise the Limitations Section of the existing RFM for your helicopter by incorporating the limitations specified in figure 1 to paragraph (g) of this AD. This may be done by inserting a copy of this AD into the existing RFM for your helicopter. The action required by this paragraph may be performed by the owner/ operator (pilot) holding at least a private pilot certificate and must be entered into the aircraft records showing compliance with this AD in accordance with 14 CFR 43.9(a)(1) through (4) and 14 CFR 91.417(a)(2)(v). The record must be maintained as required by 14 CFR 91.417 or 14 CFR 135.439. E:\FR\FM\09DER1.SGM 09DER1 69996 Federal Register / Vol. 86, No. 234 / Thursday, December 9, 2021 / Rules and Regulations Figure 1 to paragraph (g) - RFM Revision (h) Alternative Methods of Compliance (AMOCs) DEPARTMENT OF TRANSPORTATION (1) The Manager, 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 Operational Safety Branch, send it to the attention of the person identified in paragraph (i) of this AD. Information may be emailed to: AMOC@ faa.gov. (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. Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2021–0573; Project Identifier 2018–CE–046–AD; Amendment 39–21822; AD 2021–24–01] RIN 2120–AA64 Airworthiness Directives; Pilatus Aircraft Ltd. Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: Examining the AD Docket The FAA is adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. (Pilatus) Model PC–12/45, PC–12/47, and PC–12/47E airplanes (i) Related Information with Supplemental Type Certificate For more information about this AD, (STC) SA00634DE installed. This AD contact Dave Swartz, Continued Operational was prompted by a report of strake Safety Technical Advisor, COS Program attachment brackets and the fuselage Management Section, Operational Safety frame failing at the upper most bracket Branch, FAA, 222 W 7th Ave., M/S #14 Anchorage, AK 99513; phone: 817–222–5390; attachment location. This AD requires inspecting the strake, attachment email: operationalsafety@faa.gov. brackets, surrounding structure, and (j) Material Incorporated by Reference bolts and replacing components and repairing damage if necessary. The FAA None. is issuing this AD to address the unsafe Issued on December 7, 2021. condition on these products. Gaetano A. Sciortino, DATES: This AD is effective January 13, Deputy Director for Strategic Initiatives, 2022. Compliance & Airworthiness Division, The Director of the Federal Register Aircraft Certification Service. approved the incorporation by reference [FR Doc. 2021–26779 Filed 12–7–21; 2:00 pm] of a certain publication listed in this AD BILLING CODE 4910–13–P as of January 13, 2022. ADDRESSES: For service information identified in this final rule, contact VerDate Sep<11>2014 16:33 Dec 08, 2021 Jkt 256001 SUMMARY: PO 00000 Frm 00020 Fmt 4700 Sfmt 4700 Pilatus Business Aircraft Ltd., Customer Support Department, 12300 Pilatus Way, Broomfield, CO 80021; phone: (866) 721–2435; fax: (303) 465–9099; email: productsupport@pilbal.com. You may view this service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, MO 64106. For information on the availability of this material at the FAA, call (816) 329–4148. It is also available at https://www.regulations.gov by searching for and locating Docket No. FAA–2021–0573. You may examine the AD docket at https://www.regulations.gov by searching for and locating Docket No. FAA–2021–0573; 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: Richard R. Thomas, Aviation Safety Engineer, Denver ACO Branch, FAA, 26805 E 68th Avenue, Denver, CO 80249; phone: (303) 342–1080; fax: (303) 342–1088; email: 9-Denver-AircraftCert@faa.gov. SUPPLEMENTARY INFORMATION: E:\FR\FM\09DER1.SGM 09DER1 ER09DE21.008</GPH> khammond on DSKJM1Z7X2PROD with RULES (Required by AD 2021-23-13) Radio Altimeter Flight Restrictions When operating in U.S. airspace, the following operations requiring radio altimeter are prohibited in the presence of 5G C-Band wireless broadband interference as identified by NOTAM (NOTAMs will be issued to state the specific areas where the radio altimeter is unreliable due to the presence of 5G C-Band wireless broadband interference): • Performing approaches that require radio altimeter minimums for rotorcraft offshore operations. Barometric minimums must be used for these operations instead. • Engaging hover autopilot modes that require radio altimeter data. • Engaging Search and Rescue (SAR) autopilot modes that require radio altimeter data. • Performing takeoffs and landings in accordance with any procedure (Category A, Category B, or by Performance Class in the Rotorcraft Flight Manual or Operations Specification) that requires the use of radio altimeter data.

Agencies

[Federal Register Volume 86, Number 234 (Thursday, December 9, 2021)]
[Rules and Regulations]
[Pages 69992-69996]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2021-26779]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2021-0954; Project Identifier AD-2021-01170-R; 
Amendment 39-21811; AD 2021-23-13]
RIN 2120-AA64


Airworthiness Directives; Various Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
helicopters equipped with a radio (also known as radar) altimeter. This 
AD was prompted by a determination that radio altimeters cannot be 
relied upon to perform their intended function if they experience 
interference from wireless broadband operations in the 3.7-3.98 GHz 
frequency band (5G C-Band). This AD requires revising the limitations 
section of the existing rotorcraft flight manual (RFM) for your 
helicopter to incorporate limitations prohibiting certain operations 
requiring radio altimeter data when in the presence of 5G C-Band 
interference in areas as identified by Notices to Air Missions 
(NOTAMs). The FAA is issuing this AD to address the unsafe condition on 
these products.

DATES: This AD is effective December 9, 2021.
    The FAA must receive comments on this AD by January 24, 2022.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: (202) 493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590.
     Hand Delivery: Deliver to Mail address above between 9 
a.m. and 5

[[Page 69993]]

p.m., Monday through Friday, except Federal holidays.

Examining the AD Docket

    You may examine the AD docket at https://www.regulations.gov by 
searching for and locating Docket No. FAA-2021-0954; 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 street address for the 
Docket Operations is listed above.

FOR FURTHER INFORMATION CONTACT: Dave Swartz, Continued Operational 
Safety Technical Advisor, COS Program Management Section, Operational 
Safety Branch, FAA, 222 W 7th Ave., M/S #14 Anchorage, AK 99513; phone: 
817-222-5390; email: [email protected].

SUPPLEMENTARY INFORMATION:

Background

    In March 2020, the United States Federal Communications Commission 
(FCC) adopted final rules authorizing flexible use of the 3.7-3.98 GHz 
band for next generation services, including 5G and other advanced 
spectrum-based services.\1\ Pursuant to these rules, C-Band wireless 
broadband deployment is permitted to occur in phases with the 
opportunity for operations in the lower 100 megahertz of the band (3.7-
3.8 GHz) in 46 markets beginning as soon as December 5, 2021; however, 
the FAA does not expect actual deployment to commence until January 5, 
2022. This AD refers to ``5G C-Band'' interference, but wireless 
broadband technologies, other than 5G, may use the same frequency 
band.\2\ These other uses of the same frequency band are within the 
scope of this AD since they would introduce the same risk of radio 
altimeter interference as 5G C-Band.
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    \1\ The FCC's rules did not make C-Band wireless broadband 
available in Alaska, Hawaii, and the U.S. Territories.
    \2\ The regulatory text of the AD uses the term ``5G C-Band'' 
which, for purposes of this AD, has the same meaning as ``5G'', ``C-
Band'' and ``3.7-3.98 GHz.''
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    In April 2020, RTCA formed a 5G Task Force, including members from 
RTCA, the FAA, aircraft and radio altimeter manufacturers, European 
Organisation for Civil Aviation Equipment (EUROCAE), industry 
organizations, and operators, to perform ``a quantitative evaluation of 
radar altimeter performance regarding RF interference from expected 5G 
emissions in the 3.7-3.98 GHz band, as well as a detailed assessment of 
the risk of such interference occurring and impacting aviation 
safety.'' \3\ Based on the work of the task force, RTCA published a 
report, which concluded that there is ``a major risk that 5G 
telecommunications systems in the 3.7-3.98 GHz band will cause harmful 
interference to radar altimeters on all types of civil aircraft--
including commercial transport airplanes; business, regional, and 
general aviation airplanes; and both transport and general aviation 
helicopters.'' \4\
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    \3\ RTCA Paper No. 274-20/PMC-2073, Assessment of C-Band Mobile 
Telecommunications Interference Impact on Low Range Radar Altimeter 
Options, dated October 7, 2020 (RTCA Paper No. 274-20/PMC-2073), 
page i. This document is available in Docket No. FAA-2021-0954, and 
at https://www.rtca.org/wp-content/uploads/2020/10/SC-239-5G-Interference-Assessment-Report_274-20-PMC-2073_accepted_changes.pdf.
    \4\ RTCA Paper No. 274-20/PMC-2073, page i.
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    The report further concludes that the likelihood and severity of 
radio frequency interference increases for operations at lower 
altitudes. That interference could cause the radio altimeter to either 
become inoperable or present misleading information, and/or also affect 
associated systems on civil aircraft. The RTCA report refers to FCC 
Report and Order (R&O) FCC 20-22,\5\ which identifies radio frequencies 
and power level conditions for the new C-Band services. The RTCA report 
identified the possibility of interference from both wireless emitters 
(on base stations, for example) as well as onboard user handsets. The 
RTCA report and conclusions remain under review, including by federal 
spectrum regulators. The FAA risk assessment included consideration of 
the RTCA report, public comments to the RTCA report, and analyses from 
radio altimeter manufacturers and aircraft manufacturers in support of 
the safety risk determination. The analyses FAA considered were 
consistent with RTCA's conclusions pertaining to radio altimeter 
interference from C-Band emissions. The FAA determined that, at this 
time, no information has been presented that shows radio altimeters are 
not susceptible to interference caused by C-Band emissions permitted in 
the United States.
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    \5\ FCC Report and Order (R&O) FCC 20-22 in the Matter of 
Expanding Flexible Use of the 3.7-4.2 GHz Band, adopted February 28, 
2020, and released March 3, 2020. This document is available in 
Docket No. FAA-2021-0954, and at https://www.fcc.gov/document/fcc-expands-flexible-use-c-band-5g-0.
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    Additionally, the deployment of C-Band wireless broadband networks 
is occurring globally. In certain countries, deployment has already 
occurred in C-Band frequencies. In some countries, temporary technical, 
regulatory, and operational mitigations on C-Band systems have been 
implemented while aviation authorities complete their safety 
assessments. Under the FCC rules adopted in 2020, base stations in 
rural areas of the United States are permitted to emit at higher levels 
in comparison to other countries.
    The radio altimeter is an important aircraft instrument, and its 
intended function is to provide direct height-above-terrain/water 
information to a variety of aircraft systems. Commercial aviation radio 
altimeters operate in the 4.2-4.4 GHz band, which is separated by 220 
megahertz from the C-Band telecommunication systems in the 3.7-3.98 GHz 
band. The radio altimeter is more precise than a barometric altimeter 
and for that reason is used where aircraft height over the ground needs 
to be precisely measured, such as autohover or other low altitude 
operations. The receiver on the radio altimeter typically is highly 
accurate, however it may deliver erroneous results in the presence of 
out-of-band radio frequency emissions from other frequency bands. The 
radio altimeter must detect faint signals reflected off the ground to 
measure altitude, in a manner similar to radar. Out-of-band signals 
could significantly degrade radio altimeter functions during critical 
phases of flight, if the altimeter is unable to sufficiently reject 
those signals.
    Many operators need to be able to land in low visibility 
conditions. These operators employ specially certified equipment and 
flightcrew training in order to be able to fly closer to the ground 
during approach in instrument conditions without visual reference to 
the landing environment. These operations can only be conducted with 
reference to actual height above the ground, as measured by a radio 
altimeter.
    Additionally, automatic and/or manual flight guidance systems on 
helicopters facilitate low visibility operations and rely on accurate 
radio altimeter inputs. These inputs may provide height data for 
landing and takeoff for Category A and Category B operations. Anomalous 
(missing or erroneous) radio altimeter inputs to these systems may 
cause the aircraft to be maneuvered in an unexpected or hazardous 
manner during the final stages of approach and landing, and may not be 
detectable by the pilot in time to maintain continued safe flight and 
landing. Inaccurate radio altimeter data can result in pilots not 
trusting their instruments, eroding the foundation on which all 
instrument flight training is built.

[[Page 69994]]

    Although the FAA has determined operations immediately at risk are 
those requiring a radio altimeter to takeoff, land, or establish and 
maintain a hover, a wide range of automated safety systems rely on 
radio altimeter data. The FAA continues to work with inter-agency and 
industry stakeholders to collect data on potential effects to these 
systems to determine whether additional mitigations are necessary. The 
FAA determined, however, that mandatory action is not immediately 
required for these systems.
    The FAA plans to use data provided by telecommunications providers 
to determine which heliports, airports, or areas within the United 
States have or will have C-Band base stations or other devices that 
could potentially impact helicopter systems. NOTAMs will be issued, as 
necessary, to state the specific areas where the data from a radio 
altimeter may be unreliable due to the presence of 5G C-Band wireless 
broadband signals.\6\ For this reason, this AD requires flight manual 
limitations that prohibit certain operations requiring radio altimeter 
data in areas that will be identified by NOTAMs. Due to the dynamic 
nature of base station activation and the ongoing process of 
identifying the resulting affected airspace, including potential 
consideration for variability in C-Band deployment conditions such as 
radiated power levels and locations, the FAA has determined that NOTAMs 
are the best means to communicate changes in restrictions within 
affected areas.
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    \6\ The FAA's process for issuing NOTAMs is described in FAA 
Order 7930.2S, Notices to Air Missions (NOTAM), December 2, 2021.
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    Finally, the FAA notes that in accordance with paragraph (h) of 
this AD, any person may propose and request FAA approval of an 
alternative method of compliance (AMOC). The proposed AMOC must include 
specific conditions that would address the unsafe condition (e.g., by 
providing information substantiating that certain aircraft or altimeter 
models are not susceptible to C-Band radio frequency interference).

FAA's Determination

    The FAA is issuing this AD because the agency has determined the 
unsafe condition described previously is likely to exist or develop in 
helicopters with a radio altimeter as part of their type design.

AD Requirements

    This AD requires revising the limitations section of the existing 
RFM for your helicopter to incorporate limitations prohibiting certain 
operations requiring radio altimeter data when in the presence of 5G C-
Band wireless broadband signals in areas as identified by NOTAM.
    These prohibitions could prevent flights and could also result in 
flight diversions.

Compliance With RFM Revisions

    Section 91.9 prohibits any person from operating a civil aircraft 
without complying with the operating limitations specified in the RFM.

Interim Action

    The FAA considers this AD to be an interim action. If final action 
is later identified, the FAA might consider further rulemaking.

Justification for Immediate Adoption and Determination of the Effective 
Date

    Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5 
U.S.C. 551 et seq.) authorizes agencies to dispense with notice and 
comment procedures for rules when the agency, for ``good cause,'' finds 
that those procedures are ``impracticable, unnecessary, or contrary to 
the public interest.'' Under this section, an agency, upon finding good 
cause, may issue a final rule without providing notice and seeking 
comment prior to issuance. Further, section 553(d) of the APA 
authorizes agencies to make rules effective in less than thirty days, 
upon a finding of good cause.
    An unsafe condition exists that requires the immediate adoption of 
this AD without providing an opportunity for public comments prior to 
adoption. The FAA has found that the risk to the flying public 
justifies foregoing notice and comment prior to adoption of this rule 
because radio altimeter anomalies that are undetected by the aircraft 
automation or pilot, particularly close to the ground, could lead to 
loss of continued safe flight and landing. The urgency is based on C-
Band wireless broadband deployment, which is expected to occur in 
phases with operations beginning as soon as January 5, 2022. 
Accordingly, notice and opportunity for prior public comment are 
impracticable and contrary to the public interest pursuant to 5 U.S.C. 
553(b)(3)(B).
    In addition, the FAA finds that good cause exists pursuant to 5 
U.S.C. 553(d) for making this amendment effective in less than 30 days, 
for the same reasons the FAA found good cause to forego notice and 
comment.

Comments Invited

    The FAA invites you to send any written data, views, or arguments 
about this final rule. Send your comments to an address listed under 
ADDRESSES. Include ``Docket No. FAA-2021-0954 and Project Identifier 
AD-2021-01170-R'' at the beginning of your comments. The most helpful 
comments reference a specific portion of the final rule, explain the 
reason for any recommended change, and include supporting data. The FAA 
will consider all comments received by the closing date and may amend 
this final rule because of those comments.
    Except for Confidential Business Information (CBI) as described in 
the following paragraph, and other information as described in 14 CFR 
11.35, the FAA will post all comments received, without change, to 
https://www.regulations.gov, including any personal information you 
provide. The agency will also post a report summarizing each 
substantive verbal contact received about this final rule.

Confidential Business Information

    CBI is commercial or financial information that is both customarily 
and actually treated as private by its owner. Under the Freedom of 
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public 
disclosure. If your comments responsive to this AD contain commercial 
or financial information that is customarily treated as private, that 
you actually treat as private, and that is relevant or responsive to 
this AD, it is important that you clearly designate the submitted 
comments as CBI. Please mark each page of your submission containing 
CBI as ``PROPIN.'' The FAA will treat such marked submissions as 
confidential under the FOIA, and they will not be placed in the public 
docket of this AD. Submissions containing CBI should be sent to Dave 
Swartz, Continued Operational Safety Technical Advisor, COS Program 
Management Section, Operational Safety Branch, FAA, 222 W. 7th Ave, M/S 
#14 Anchorage, AK 99513; phone: 817-222-5390; email: 
[email protected]. Any commentary that the FAA receives which 
is not specifically designated as CBI will be placed in the public 
docket for this rulemaking.

Regulatory Flexibility Act

    The requirements of the Regulatory Flexibility Act (RFA) do not 
apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt 
a rule without prior notice and comment. Because FAA has determined 
that it has good cause to

[[Page 69995]]

adopt this rule without prior notice and comment, RFA analysis is not 
required.

Impact on Intrastate Aviation in Alaska

    For the reasons discussed above, this AD will not affect intrastate 
aviation in Alaska.

Costs of Compliance

    The FAA estimates that this AD affects 1,828 helicopters of U.S. 
registry. Labor rates are estimated at $85 per work-hour. Based on 
these numbers, the FAA estimates the following costs to comply with 
this AD.
    Revising the existing RFM for your helicopter would take about 1 
work-hour for an estimated cost of $85 per helicopter or $155,380 for 
the U.S. fleet.
    As previously discussed, there may be other impacts to aviation; 
however there remains uncertainty as to cost due to various factors 
such as which areas within the United States have, or will have, base 
stations or other devices that could interfere with aircraft radio 
altimeters.

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.

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:

2021-23-13 Various Helicopters: Amendment 39-21811; Docket No. FAA-
2021-0954; Project Identifier AD-2021-01170-R.

(a) Effective Date

    This airworthiness directive (AD) is effective December 9, 2021.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all helicopters, certificated in any 
category, equipped with a radio (also known as radar) altimeter. 
These radio altimeters are installed on various helicopter models 
including, but not limited to, the helicopters for which the design 
approval holder is identified in paragraphs (c)(1) through (20) of 
this AD.

(1) Airbus Helicopters
(2) Airbus Helicopters Deutschland GmbH
(3) Air Space Design and Manufacturing, LLC
(4) Bell Textron Canada Limited
(5) Bell Textron Inc.
(6) Brantly International, Inc.
(7) Centerpointe Aerospace Inc.
(8) Columbia Helicopters, Inc.
(9) The Enstrom Helicopter Corporation
(10) Erickson Air-Crane Incorporated, DBA Erickson Air-Crane
(11) Helicopteres Guimbal
(12) Siam Hiller Holdings, Inc.
(13) Kaman Aerospace Corporation
(14) Leonardo S.p.a.
(15) MD Helicopters Inc.
(16) PZL Swidnik S.A.
(17) Robinson Helicopter Company
(18) Schweizer RSG LLC
(19) Scotts-Bell 47 Inc.
(20) Sikorsky Aircraft Corporation

(d) Subject

    Joint Aircraft Service Component (JASC) Code: 3444, Ground 
Proximity System.

(e) Unsafe Condition

    This AD was prompted by a determination that radio altimeters 
cannot be relied upon to perform their intended function if they 
experience interference from wireless broadband operations in the 
3.7-3.98 GHz frequency band (5G C-Band). The FAA is issuing this AD 
because radio altimeter anomalies that are undetected by the 
automation or pilot, particularly close to the ground, could lead to 
loss of continued safe flight and landing.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Rotorcraft Flight Manual (RFM) Revision

    On or before January 4, 2022: Revise the Limitations Section of 
the existing RFM for your helicopter by incorporating the 
limitations specified in figure 1 to paragraph (g) of this AD. This 
may be done by inserting a copy of this AD into the existing RFM for 
your helicopter. The action required by this paragraph may be 
performed by the owner/operator (pilot) holding at least a private 
pilot certificate and must be entered into the aircraft records 
showing compliance with this AD in accordance with 14 CFR 43.9(a)(1) 
through (4) and 14 CFR 91.417(a)(2)(v). The record must be 
maintained as required by 14 CFR 91.417 or 14 CFR 135.439.

[[Page 69996]]

[GRAPHIC] [TIFF OMITTED] TR09DE21.008

(h) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, 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 Operational Safety Branch, send it to 
the attention of the person identified in paragraph (i) of this AD. 
Information may be emailed to: [email protected].
    (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.

(i) Related Information

    For more information about this AD, contact Dave Swartz, 
Continued Operational Safety Technical Advisor, COS Program 
Management Section, Operational Safety Branch, FAA, 222 W 7th Ave., 
M/S #14 Anchorage, AK 99513; phone: 817-222-5390; email: 
[email protected].

(j) Material Incorporated by Reference

    None.

    Issued on December 7, 2021.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness 
Division, Aircraft Certification Service.
[FR Doc. 2021-26779 Filed 12-7-21; 2:00 pm]
BILLING CODE 4910-13-P