Airworthiness Directives; The Boeing Company Airplanes, 4150-4153 [2022-01695]

Download as PDF 4150 Federal Register / Vol. 87, No. 18 / Thursday, January 27, 2022 / Rules and Regulations 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 Authority: 49 U.S.C. 106(g), 40113, 44701. [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive: ■ 2021–26–27 Airbus Canada Limited Partnership (Type Certificate Previously Held by C Series Aircraft Limited Partnership (CSALP); Bombardier, Inc.): Amendment 39–21886; Docket No. FAA–2021–0615; Project Identifier MCAI–2021–00177–T. (a) Effective Date This airworthiness directive (AD) is effective March 3, 2022. (b) Affected ADs None. (c) Applicability This AD applies to Airbus Canada Limited Partnership (type certificate previously held by C Series Aircraft Limited Partnership (CSALP); Bombardier, Inc.) Model BD–500– 1A10 and BD–500–1A11 airplanes, certificated in any category, as identified in Transport Canada Civil Aviation (TCCA) AD CF–2021–03, issued February 11, 2021 (TCCA AD CF–2021–03). (d) Subject Air Transport Association (ATA) of America Code 25, Equipment/Furnishings. lotter on DSK11XQN23PROD with RULES1 (e) Reason This AD was prompted by a report indicating that during production, the manual opening and closing of the over-wing emergency exit door (OWEED) prior to the installation of the OWEED interior panel could have resulted in damaged insulation blankets below the left and right OWEEDs. The FAA is issuing this AD to address this condition, which could result in delayed passenger evacuation in the event of postcrash/post-impact fire events outside the airplane. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Requirements Except as specified in paragraph (h) of this AD: Comply with all required actions and VerDate Sep<11>2014 16:00 Jan 26, 2022 Jkt 256001 (h) Exceptions to TCCA AD CF–2021–03 (1) Where TCCA AD CF–2021–03 refers to its effective date, this AD requires using the effective date of this AD. (2) Where TCCA AD CF–2021–03 specifies replacement of damaged blankets, this AD requires replacement before further flight after damage is detected. (3) Where TCCA AD CF–2021–03 refers to ‘‘hours air time,’’ this AD requires using flight hours. (i) Other FAA AD Provisions 1. The authority citation for part 39 continues to read as follows: ■ § 39.13 compliance times specified in, and in accordance with, TCCA AD CF–2021–03. The following provisions also apply to this AD: (1) Alternative Methods of Compliance (AMOCs): The Manager, New York ACO 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 certification office, send it to ATTN: Program Manager, Continuing Operational Safety, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; telephone 516–228–7300; fax 516–794–5531. 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. (2) Contacting the Manufacturer: For any requirement in this AD to obtain instructions from a manufacturer, the instructions must be accomplished using a method approved by the Manager, New York ACO Branch, FAA; or TCCA; or Airbus Canada’s TCCA Design Approval Organization (DAO). If approved by the DAO, the approval must include the DAO-authorized signature. (j) Related Information For more information about this AD, contact Elizabeth Dowling, Aerospace Engineer, Mechanical Systems and Administrative Services Section, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; telephone 516–228–7300; fax 516–794–5531; email 9avs-nyaco-cos@faa.gov. (k) 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) Transport Canada Civil Aviation (TCCA) AD CF–2021–03, issued February 11, 2021. (ii) [Reserved] (3) For TCCA AD CF–2021–03, contact Transport Canada National Aircraft Certification, 159 Cleopatra Drive, Nepean, Ontario K1A 0N5, Canada; telephone 888– 663–3639; email AD-CN@tc.gc.ca; internet https://tc.canada.ca/en/aviation. PO 00000 Frm 00026 Fmt 4700 Sfmt 4700 (4) You may view this material at the FAA, Airworthiness Products Section, Operational Safety Branch, 2200 South 216th St., Des Moines, WA. For information on the availability of this material at the FAA, call 206–231–3195. (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 fr.inspection@nara.gov, or go to: https:// www.archives.gov/federal-register/cfr/ibrlocations.html. Issued on December 17, 2021. Lance T. Gant, Director, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2022–01567 Filed 1–26–22; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2022–0012; Project Identifier AD–2022–00057–T; Amendment 39–21922; AD 2022–03–05] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule; request for comments. AGENCY: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 747–8F and 747–8 series airplanes and Model 777 airplanes. 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), and a recent determination that this interference may affect multiple airplane systems using radio altimeter data, including the pitch control laws, including those that provide tail strike protection, regardless of the approach type or weather. This AD requires revising the limitations section of the existing airplane flight manual (AFM) to incorporate limitations prohibiting dispatching or releasing to airports, and approaches or landings on runways, when in the presence of 5G C-Band interference 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 January 27, 2022. SUMMARY: E:\FR\FM\27JAR1.SGM 27JAR1 Federal Register / Vol. 87, No. 18 / Thursday, January 27, 2022 / Rules and Regulations The FAA must receive comments on this AD by March 14, 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 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–2022–0012; 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: Dean Thompson, Senior Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone and fax: 206–231–3165; email: dean.r.thompson@faa.gov. SUPPLEMENTARY INFORMATION: Background lotter on DSK11XQN23PROD with RULES1 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 0.1 GHz of the band (3.7–3.8 GHz) in certain markets as early as January 19, 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. 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 16:00 Jan 26, 2022 Jkt 256001 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 0.22 GHz 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 autoland, manual landings, or other low altitude operations. The receiver on the radio altimeter is typically highly accurate, however it may deliver erroneous results in the presence of outof-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. The FAA issued AD 2021–23–12, Amendment 39–21810 (86 FR 69984, December 9, 2021) (AD 2021–23–12) to address the effect of 5G C-Band interference on all transport and commuter category airplanes equipped with a radio (also known as radar) altimeter. AD 2021–23–12 requires revising the limitations section of the existing AFM to incorporate limitations prohibiting certain operations, which require radio altimeter data to land in low visibility conditions, when in the presence of 5G C-Band interference as identified by NOTAM. The FAA issued AD 2021–23–12 because radio altimeter anomalies that are undetected by the automation or pilot, particularly close to the ground (e.g., landing flare), could lead to loss of continued safe flight and landing. Since the FAA issued AD 2021–23– 12, Boeing has continued to evaluate potential 5G C-band interference on aircraft systems that rely on radio altimeter inputs. As a result of this ongoing evaluation, Boeing issued Boeing Multi Operator Messages MOM– MOM–22–0024–01B(R2), dated January 18, 2022, and MOM–MOM–22–0039– 01B(R1), dated January 18, 2022, for Boeing Model 777 airplanes and Model 747–8F and 747–8 series airplanes, respectively. Based on Boeing’s data, the FAA identified an additional hazard presented by 5G C-band interference on The Boeing Company Model 747–8F and 747–8 series airplanes and Model 777 airplanes. The FAA determined that PO 00000 Frm 00027 Fmt 4700 Sfmt 4700 4151 anomalies due to 5G C-Band interference may affect multiple airplane systems using radio altimeter data, including the pitch control laws, including control laws that provide tail strike protection, regardless of the approach type or weather. These anomalies may not be evident until very low altitudes. Due to 5G C-Band interference, missing or erroneous radio altimeter data used by the flight control system may result in uncommanded, inappropriate pitch inputs, adversely affecting controllability. This interference could also cause multiple erroneous flight deck effects, including misleading flight director information and erroneous autothrottle behavior and Flight Mode Annunciations. These flight deck effects, when combined with the effects of the uncommanded, inappropriate pitch inputs, could affect the flightcrew’s ability to accomplish continued safe flight and landing. Other systems that could be impacted by this missing or erroneous data, and contribute to this hazard, include, but are not limited to: Autopilot flight director system; autothrottle system; engines; flight controls; flight instruments; traffic alert and collision avoidance system (TCAS); ground proximity warning system (GPWS); and configuration warnings. In sum, 5G C-Band interference, which may result in missing or erroneous radio altimeter data provided to the airplane’s flight control computers where pitch control and other laws reside, in combination with multiple flight deck effects, could result in uncommanded, inappropriate pitch inputs, which are especially hazardous at low altitudes, and loss of continued safe flight and landing. This is an unsafe condition. This AD requires revising the limitations section of the existing AFM to incorporate limitations prohibiting dispatching or releasing to airports, and approaches or landings on runways, when in the presence of 5G C-Band interference as identified by NOTAMs. The FAA is issuing this AD to address the unsafe condition on these products. 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 other products of the same type design. AD Requirements This AD requires revising the limitations section of the existing AFM to incorporate limitations prohibiting dispatching or releasing to airports, and approaches or landings on runways, E:\FR\FM\27JAR1.SGM 27JAR1 4152 Federal Register / Vol. 87, No. 18 / Thursday, January 27, 2022 / Rules and Regulations when in the presence of 5G C-Band interference as identified by NOTAMs. Compliance With AFM Revisions Section 91.9 prohibits any person from operating a civil aircraft without complying with the operating limitations specified in the AFM. FAA regulations also require operators to furnish pilots with any changes to the AFM (14 CFR 121.137) and pilots in command to be familiar with the AFM (14 CFR 91.505). 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 forgoing notice and comment prior to adoption of this rule because missing or erroneous radio altimeter data provided (as a result of 5G C-Band interference) to the airplane’s pitch control laws, in combination with multiple flight deck effects, could lead to uncommanded, inappropriate pitch inputs, and the loss of continued safe flight and landing. The urgency is based on the hazard presented by such pitch inputs occurring at low altitudes, and on CBand wireless broadband deployment, which is expected to occur in phases with operations beginning as soon as January 19, 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 forgo 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–2022–0012 and Project Identifier AD–2022–00057– T 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 Dean Thompson, Senior Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone and fax: 206– 231–3165; email: dean.r.thompson@ faa.gov. Any commentary that the FAA receives that 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 the FAA has determined that it has good cause to adopt this rule without notice and comment, RFA analysis is not required. Costs of Compliance The FAA estimates that this AD affects 336 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: lotter on DSK11XQN23PROD with RULES1 ESTIMATED COSTS Action Labor cost AFM revision ............................................................... 1 work-hour × $85 per hour = $85 .... 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 VerDate Sep<11>2014 16:00 Jan 26, 2022 Jkt 256001 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 PO 00000 Frm 00028 Fmt 4700 Sfmt 4700 Cost per product Parts cost $0 $85 Cost on U.S. operators $28,560 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 E:\FR\FM\27JAR1.SGM 27JAR1 Federal Register / Vol. 87, No. 18 / Thursday, January 27, 2022 / Rules and Regulations 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, and (2) Will not affect intrastate aviation in Alaska. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive: ■ 2022–03–05 The Boeing Company: Amendment 39–21922 ; Docket No. FAA–2022–0012; Project Identifier AD– 2022–00057–T. (a) Effective Date List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. The Amendment This airworthiness directive (AD) is effective January 27, 2022. (b) Affected ADs None. (c) Applicability Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: This AD applies to The Boeing Company airplanes identified in paragraphs (c)(1) and (2) of this AD, certificated in any category. (1) Model 747–8F and 747–8 series airplanes. (2) Model 777–200, –200LR, –300, –300ER, and 777F series airplanes. PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: (d) Subject ■ Authority: 49 U.S.C. 106(g), 40113, 44701. Air Transport Association (ATA) of America Code 34, Navigation. 4153 (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), and a determination that this interference may affect other airplane systems using radio altimeter data, including the pitch control laws, including those that provide tail strike protection, regardless of the approach type or weather. The FAA is issuing this AD to address missing or erroneous radio altimeter data, which, in combination with multiple flight deck effects, 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) Airplane Flight Manual (AFM) Revision Within 2 days after the effective date of this AD: Revise the Limitations Section of the existing AFM to include the information specified in figure 1 to paragraph (g) of this AD. This may be done by inserting a copy of figure 1 to paragraph (g) of this AD into the existing AFM. Figure 1 to paragraph (g) -AFM Limitations Revision (Required by AD 2022-03-05) Approaches and Landings in the Presence of Radio Altimeter SG C-Band Interference Dispatching or releasing to airports, and approaches or landings on runways, in U.S. airspace in the presence of 5G C-Band wireless broadband interference as identified by NOTAM is prohibited (NOTAMs will be issued to state the specific airports or approaches where the radio altimeter is unreliable due to the presence of 5G C-Band wireless broadband interference). (h) Alternative Methods of Compliance (AMOCs) (1) The Manager, Seattle ACO 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 responsible Flight Standards Office, as appropriate. If sending information directly to the manager of the certification office, send it to the attention of the person identified in paragraph (i)(1) of this AD. Information may be emailed to: 9ANM-Seattle-ACO-AMOC-Requests@faa.gov. (2) Before using any approved AMOC, notify your appropriate principal inspector, VerDate Sep<11>2014 16:00 Jan 26, 2022 Jkt 256001 or lacking a principal inspector, the manager of the responsible Flight Standards Office. (3) AMOCs approved for AD 2021–23–12, Amendment 39–21810 (86 FR 69984, December 9, 2021) providing relief for specific radio altimeter installations are approved as AMOCs for the provisions of this AD. (j) Material Incorporated by Reference (i) Related Information [FR Doc. 2022–01695 Filed 1–25–22; 11:15 am] (1) For more information about this AD, contact Dean Thompson, Senior Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone and fax: 206–231–3165; email: dean.r.thompson@ faa.gov. (2) For service information identified in this AD that is not incorporated by reference, contact Boeing Commercial Airplanes, Attention: Contractual & Data Services (C&DS), 2600 Westminster Blvd., MC 110– SK57, Seal Beach, CA 90740–5600; telephone 562–797–1717; internet https:// www.myboeingfleet.com. BILLING CODE 4910–13–P PO 00000 Frm 00029 Fmt 4700 Sfmt 9990 None. Issued on January 20, 2022. Gaetano A. Sciortino, Deputy Director for Strategic Initiatives, Compliance & Airworthiness Division, Aircraft Certification Service. E:\FR\FM\27JAR1.SGM 27JAR1 ER27JA22.007</GPH> lotter on DSK11XQN23PROD with RULES1 Note 1 to paragraph (g): Additional information about the unsafe condition identified in this AD can be found in Boeing Multi Operator Messages MOM–MOM–22– 0024–01B(R2), dated January 18, 2022, and MOM–MOM–22–0039–01B(R1), dated January 18, 2022, for Boeing Model 777 airplanes and Model 747–8F and 747–8 series airplanes, respectively.

Agencies

[Federal Register Volume 87, Number 18 (Thursday, January 27, 2022)]
[Rules and Regulations]
[Pages 4150-4153]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-01695]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2022-0012; Project Identifier AD-2022-00057-T; 
Amendment 39-21922; AD 2022-03-05]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
The Boeing Company Model 747-8F and 747-8 series airplanes and Model 
777 airplanes. 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), and a recent determination 
that this interference may affect multiple airplane systems using radio 
altimeter data, including the pitch control laws, including those that 
provide tail strike protection, regardless of the approach type or 
weather. This AD requires revising the limitations section of the 
existing airplane flight manual (AFM) to incorporate limitations 
prohibiting dispatching or releasing to airports, and approaches or 
landings on runways, when in the presence of 5G C-Band interference 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 January 27, 2022.

[[Page 4151]]

    The FAA must receive comments on this AD by March 14, 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 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-2022-0012; 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: Dean Thompson, Senior Aerospace 
Engineer, Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 
South 216th St., Des Moines, WA 98198; phone and fax: 206-231-3165; 
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 0.1 GHz of the band (3.7-3.8 
GHz) in certain markets as early as January 19, 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.
---------------------------------------------------------------------------

    \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.''
---------------------------------------------------------------------------

    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 0.22 
GHz 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 autoland, manual landings, or other low 
altitude operations. The receiver on the radio altimeter is typically 
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.
    The FAA issued AD 2021-23-12, Amendment 39-21810 (86 FR 69984, 
December 9, 2021) (AD 2021-23-12) to address the effect of 5G C-Band 
interference on all transport and commuter category airplanes equipped 
with a radio (also known as radar) altimeter. AD 2021-23-12 requires 
revising the limitations section of the existing AFM to incorporate 
limitations prohibiting certain operations, which require radio 
altimeter data to land in low visibility conditions, when in the 
presence of 5G C-Band interference as identified by NOTAM. The FAA 
issued AD 2021-23-12 because radio altimeter anomalies that are 
undetected by the automation or pilot, particularly close to the ground 
(e.g., landing flare), could lead to loss of continued safe flight and 
landing.
    Since the FAA issued AD 2021-23-12, Boeing has continued to 
evaluate potential 5G C-band interference on aircraft systems that rely 
on radio altimeter inputs. As a result of this ongoing evaluation, 
Boeing issued Boeing Multi Operator Messages MOM-MOM-22-0024-01B(R2), 
dated January 18, 2022, and MOM-MOM-22-0039-01B(R1), dated January 18, 
2022, for Boeing Model 777 airplanes and Model 747-8F and 747-8 series 
airplanes, respectively.
    Based on Boeing's data, the FAA identified an additional hazard 
presented by 5G C-band interference on The Boeing Company Model 747-8F 
and 747-8 series airplanes and Model 777 airplanes. The FAA determined 
that anomalies due to 5G C-Band interference may affect multiple 
airplane systems using radio altimeter data, including the pitch 
control laws, including control laws that provide tail strike 
protection, regardless of the approach type or weather. These anomalies 
may not be evident until very low altitudes. Due to 5G C-Band 
interference, missing or erroneous radio altimeter data used by the 
flight control system may result in uncommanded, inappropriate pitch 
inputs, adversely affecting controllability. This interference could 
also cause multiple erroneous flight deck effects, including misleading 
flight director information and erroneous autothrottle behavior and 
Flight Mode Annunciations. These flight deck effects, when combined 
with the effects of the uncommanded, inappropriate pitch inputs, could 
affect the flightcrew's ability to accomplish continued safe flight and 
landing. Other systems that could be impacted by this missing or 
erroneous data, and contribute to this hazard, include, but are not 
limited to: Autopilot flight director system; autothrottle system; 
engines; flight controls; flight instruments; traffic alert and 
collision avoidance system (TCAS); ground proximity warning system 
(GPWS); and configuration warnings.
    In sum, 5G C-Band interference, which may result in missing or 
erroneous radio altimeter data provided to the airplane's flight 
control computers where pitch control and other laws reside, in 
combination with multiple flight deck effects, could result in 
uncommanded, inappropriate pitch inputs, which are especially hazardous 
at low altitudes, and loss of continued safe flight and landing. This 
is an unsafe condition.
    This AD requires revising the limitations section of the existing 
AFM to incorporate limitations prohibiting dispatching or releasing to 
airports, and approaches or landings on runways, when in the presence 
of 5G C-Band interference as identified by NOTAMs.
    The FAA is issuing this AD to address the unsafe condition on these 
products.

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 
other products of the same type design.

AD Requirements

    This AD requires revising the limitations section of the existing 
AFM to incorporate limitations prohibiting dispatching or releasing to 
airports, and approaches or landings on runways,

[[Page 4152]]

when in the presence of 5G C-Band interference as identified by NOTAMs.

Compliance With AFM Revisions

    Section 91.9 prohibits any person from operating a civil aircraft 
without complying with the operating limitations specified in the AFM. 
FAA regulations also require operators to furnish pilots with any 
changes to the AFM (14 CFR 121.137) and pilots in command to be 
familiar with the AFM (14 CFR 91.505).

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 forgoing notice and comment prior to adoption of this rule 
because missing or erroneous radio altimeter data provided (as a result 
of 5G C-Band interference) to the airplane's pitch control laws, in 
combination with multiple flight deck effects, could lead to 
uncommanded, inappropriate pitch inputs, and the loss of continued safe 
flight and landing. The urgency is based on the hazard presented by 
such pitch inputs occurring at low altitudes, and on C-Band wireless 
broadband deployment, which is expected to occur in phases with 
operations beginning as soon as January 19, 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 forgo 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-2022-0012 and Project Identifier AD-
2022-00057-T 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 Dean 
Thompson, Senior Aerospace Engineer, Systems and Equipment Section, 
FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; 
phone and fax: 206-231-3165; email: [email protected]. Any 
commentary that the FAA receives that 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 the FAA has determined 
that it has good cause to adopt this rule without notice and comment, 
RFA analysis is not required.

Costs of Compliance

    The FAA estimates that this AD affects 336 airplanes of U.S. 
registry. The FAA estimates the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
                Action                         Labor cost           Parts cost        product        operators
----------------------------------------------------------------------------------------------------------------
AFM revision..........................  1 work-hour x $85 per                 $0             $85         $28,560
                                         hour = $85.
----------------------------------------------------------------------------------------------------------------

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

[[Page 4153]]

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, and
    (2) Will not affect intrastate aviation in Alaska.

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:

2022-03-05 The Boeing Company: Amendment 39-21922 ; Docket No. FAA-
2022-0012; Project Identifier AD-2022-00057-T.

(a) Effective Date

    This airworthiness directive (AD) is effective January 27, 2022.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company airplanes identified in 
paragraphs (c)(1) and (2) of this AD, certificated in any category.
    (1) Model 747-8F and 747-8 series airplanes.
    (2) Model 777-200, -200LR, -300, -300ER, and 777F series 
airplanes.

(d) Subject

    Air Transport Association (ATA) of America Code 34, Navigation.

(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), and a determination that 
this interference may affect other airplane systems using radio 
altimeter data, including the pitch control laws, including those 
that provide tail strike protection, regardless of the approach type 
or weather. The FAA is issuing this AD to address missing or 
erroneous radio altimeter data, which, in combination with multiple 
flight deck effects, 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) Airplane Flight Manual (AFM) Revision

    Within 2 days after the effective date of this AD: Revise the 
Limitations Section of the existing AFM to include the information 
specified in figure 1 to paragraph (g) of this AD. This may be done 
by inserting a copy of figure 1 to paragraph (g) of this AD into the 
existing AFM.
[GRAPHIC] [TIFF OMITTED] TR27JA22.007

    Note 1 to paragraph (g): Additional information about the unsafe 
condition identified in this AD can be found in Boeing Multi 
Operator Messages MOM-MOM-22-0024-01B(R2), dated January 18, 2022, 
and MOM-MOM-22-0039-01B(R1), dated January 18, 2022, for Boeing 
Model 777 airplanes and Model 747-8F and 747-8 series airplanes, 
respectively.

(h) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle ACO 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 responsible Flight Standards Office, 
as appropriate. If sending information directly to the manager of 
the certification office, send it to the attention of the person 
identified in paragraph (i)(1) 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 responsible Flight Standards Office.
    (3) AMOCs approved for AD 2021-23-12, Amendment 39-21810 (86 FR 
69984, December 9, 2021) providing relief for specific radio 
altimeter installations are approved as AMOCs for the provisions of 
this AD.

(i) Related Information

    (1) For more information about this AD, contact Dean Thompson, 
Senior Aerospace Engineer, Systems and Equipment Section, FAA, 
Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; 
phone and fax: 206-231-3165; email: [email protected].
    (2) For service information identified in this AD that is not 
incorporated by reference, contact Boeing Commercial Airplanes, 
Attention: Contractual & Data Services (C&DS), 2600 Westminster 
Blvd., MC 110-SK57, Seal Beach, CA 90740-5600; telephone 562-797-
1717; internet https://www.myboeingfleet.com.

(j) Material Incorporated by Reference

    None.

    Issued on January 20, 2022.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness 
Division, Aircraft Certification Service.
[FR Doc. 2022-01695 Filed 1-25-22; 11:15 am]
BILLING CODE 4910-13-P