Airworthiness Directives; The Boeing Company Airplanes, 4787-4797 [2022-01995]
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4787
Rules and Regulations
Federal Register
Vol. 87, No. 20
Monday, January 31, 2022
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2022–0017; Project
Identifier AD–2022–00058–T; Amendment
39–21937; AD 2022–03–20]
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 737–8, 737–9,
and 737–8200 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, during
takeoffs and landings, as a result of this
interference, certain airplane systems
may not properly function, resulting in
longer than normal landing or rejected
takeoff distances due to the effect on
thrust reverser deployment, spoilers,
speedbrake deployment, and increased
idle thrust, regardless of the approach
type or weather. This AD requires
revising the limitations and operating
procedures sections of the existing
airplane flight manual (AFM) to
incorporate limitations prohibiting the
use of certain minimum equipment list
(MEL) items, and to incorporate
operating procedures for calculating
takeoff and landing distances, 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.
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SUMMARY:
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This AD is effective January 31,
2022.
The FAA must receive comments on
this AD by March 17, 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.
DATES:
Examining the AD Docket
You may examine the AD docket at
https://www.regulations.gov by
searching for and locating Docket No.
FAA–2022–0017; 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
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
was 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 beginning on January
19, 2022. This AD refers to ‘‘5G C-Band’’
interference, but wireless broadband
technologies, other than 5G, may use the
1 The
FCC’s rules did not make C-Band wireless
broadband available in Alaska, Hawaii, and the U.S.
Territories.
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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.
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
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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aircraft systems that rely on radio
altimeter inputs. Boeing issued Boeing
Multi Operator Message MOM–MOM–
22–0016–01B(R1), dated January 16,
2022, and Boeing Flight Crew
Operations Manual Bulletin TBC–26,
‘‘Radio Altimeter Anomalies due to 5G
C-Band Wireless Broadband Interference
in the United States,’’ dated January 17,
2022.
Based on Boeing’s data, the FAA
identified an additional hazard
presented by 5G C-Band interference on
The Boeing Company 737–8, 737–9, and
737–8200 airplanes. The FAA
determined anomalies due to 5G C-Band
interference may affect multiple other
airplane systems using radio altimeter
data, regardless of the approach type or
weather. These anomalies may not be
evident until very low altitudes.
Impacted systems include, but are not
limited to: Autopilot flight director
system; autothrottle system; engines;
thrust reversers; flight controls; flight
instruments; traffic alert and collision
avoidance system (TCAS); ground
proximity warning system (GPWS); and
configuration warnings.
As a result of erroneous radio
altimeter data provided to these systems
in the event of 5G C-Band interference,
takeoff and landing performance can be
adversely impacted. This may have
multiple effects, including:
• Autothrottle may remain in speed
(SPD) mode and may increase thrust to
maintain speed during flare instead of
reducing the thrust to IDLE at 27 feet
radio altitude (RA) or may reduce thrust
to IDLE prematurely.
• Thrust reversers may not deploy
during rejected takeoff or landing roll.
• Engines may be at higher idle
during rejected takeoff or remain at
approach idle after touchdown.
• Automatic speedbrake may not
deploy after touchdown during the
landing roll.
• SPEEDBRAKE EXTENDED light
may not be available or may illuminate
erroneously during the landing roll.
• SPEEDBRAKE time critical visual
and aural warnings may not be available
during the landing roll.
• Spoilers may be limited to their
maximum in-flight position during
manual deployment after rejected
takeoff or touchdown during the landing
roll.
• Landing Attitude Modifier may be
erroneous.
• Other simultaneous flight deck
effects associated with the 5G C-Band
interference could increase pilot
workload.
As a result of these effects, lack of
thrust reverser and speedbrake
deployment, limited spoiler extension,
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and increased idle thrust may occur;
and brakes may be the only means to
slow the airplane. Therefore, the
presence of 5G C-Band interference can
result in degraded deceleration
performance, subsequently resulting in
longer than normal landing or rejected
takeoff distances, which could lead to a
runway excursion. This is an unsafe
condition.
The severity of the hazard created by
a lack of thrust reverser and speedbrake
deployment, limited spoiler extension,
and by increased idle thrust, increases
when the runway is contaminated with
frozen or liquid precipitation. The FAA
categorizes runway surface conditions
with codes from 6 through 0, with 6
being a dry runway and therefore no
detrimental effect on braking, and a
code of 0 denoting surface conditions,
such as wet ice, in which braking may
not be effective.
This AD mandates procedures for
operators to account for this longer than
normal landing or rejected takeoff
distances, for all runway conditions, in
the presence of 5G C-Band interference
as identified by NOTAM. It prohibits
operators from dispatching or releasing
airplanes to or from affected airports
when certain braking and anti-skid
functions on the airplane are inoperable.
It also prohibits operators from dispatch
or release to, or takeoff or landing on,
runways with condition codes 1 and 0.
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 and operating procedures
sections of the existing AFM to
incorporate limitations prohibiting the
use of certain MEL items, and to
incorporate operating procedures for
calculating takeoff and landing
distances, 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).
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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 during takeoffs and
landings, as a result of 5G C-Band
interference, certain airplane systems
may not properly function, resulting in
longer than normal landing or rejected
takeoff distances due to the effect on
thrust reverser deployment, spoilers,
speedbrake deployment, and increased
idle thrust, regardless of the approach
type or weather. This could result in a
runway excursion. The urgency is based
on C-Band wireless broadband
deployment, which was expected to
occur in phases with operations
beginning on 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–2022–0017
and Project Identifier AD–2022–00058–
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
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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 177 airplanes of U.S. registry.
The FAA estimates the following costs
to comply with this AD:
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
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.
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This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
substantial direct effect on the States, on
the relationship between the national
government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
16:08 Jan 28, 2022
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.
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive:
■
Regulatory Findings
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(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
and
(2) Will not affect intrastate aviation
in Alaska.
§ 39.13
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Cost per
product
Parts cost
2022–03–20 The Boeing Company:
Amendment 39–21937 ; Docket No.
FAA–2022–0017; Project Identifier AD–
2022–00058–T.
(a) Effective Date
This airworthiness directive (AD) is
effective January 31, 2022.
$0
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$85
$15,045
(c) Applicability
This AD applies to The Boeing Company
Model 737–8, 737–9, and 737–8200
airplanes, certificated in any category.
(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, during takeoffs and
landings, as a result of this interference,
certain airplane systems may not properly
function, resulting in longer than normal
landing or rejected takeoff distances due to
the effect on thrust reverser deployment,
spoilers, speedbrake deployment, and
increased idle thrust, regardless of the
approach type or weather. The FAA is
issuing this AD to address degraded
deceleration performance, which could lead
to a runway excursion.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Definitions
Runway condition codes are defined in
figure 1 to paragraph (g) of this AD.
(b) Affected ADs
None.
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operators
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Figure 1 to paragraph (g) - Runway Condition Codes
Runway
Runway Condition Description
Condition
Code
Dry
6
5
Wet (smooth, grooved, or porous friction course (PFC)) or
frost
3 mm (0.12 inches) or less of: water, slush, dry snow, or wet
snow
Compacted snow at or below -15°C (5°F) outside air
4
temperature (OAT)
3
Wet (slippery), dry snow, or wet snow (any depth) over
compacted snow
Greater than 3 mm (0.12 inches) of: dry snow or wet snow
Compacted snow at OAT warmer than -15°C (5°F)
2
Greater than 3 mm (0.12 inches) of: water or slush
Ice
Wet ice, water on top of compacted snow, dry snow, or wet
snow over ice
(h) Airplane Flight Manual (AFM) Revision
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(1) Within 2 days after the effective date of
this AD: Revise the Limitations Section of the
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existing AFM to include the information
specified in figure 2 to paragraph (h)(1) of
this AD. This may be done by inserting a
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Good to
medium
Medium
Medium
to poor
Poor
Nil
copy of figure 2 to paragraph (h)(1) of this AD
into the existing AFM.
BILLING CODE 4910–13–P
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1
0
Reported
Braking
Action
Dry
Good
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4791
Figure 2 to paragraph (h)(l)-AFM Limitations Revision
(Required by AD 2022-03-20)
Radio Altimeter SG C-Band Interference, Takeoff and Landing Performance
The following limitations are required for dispatch or release to airports, and takeoff or
landing on runways, in U.S. airspace in the presence of 5G C-Band wireless broadband
interference as identified by NOTAM (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).
Minimum Equipment List (MEL)
Dispatch or release with any of the following MEL items is prohibited:
• 32-42-01 -Antiskid Systems
• 32-42-02-Altemate Antiskid Valves
• 32-42-03 - Automatic Brake System
• 32-44-01 - Parking Brake Valve
Landing Operations on Runways with Condition Code 1 or 0
Dispatch or release to, or takeoff or landing on, runways with a runway
condition code of 1 or O is prohibited.
Takeoff and Landing Performance
Operators must use the 5G C-Band Interference Takeoff Performance and
Landing Distance Calculations procedure contained in the Operating
Procedures Section of this AFM.
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information specified in figure 3 to paragraph
(h)(2) of this AD. This may be done by
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inserting a copy of figure 3 to paragraph
(h)(2) of this AD into the existing AFM.
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(2) Within 2 days after the effective date of
this AD: Revise the Operating Procedures
Section of the existing AFM to include the
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Figure 3 to paragraph (h)(2) -AFM Operating Procedures Revision
(Required by AD 2022-03-20)
SG C-Band Interference Takeoff Performance and Landing Distance Calculations
Dispatch Guidance - Takeoff Performance
Stopping distance during a rejected takeoff {RTO) can be significantly increased due to
the following potential effects on airplane systems:
• Limited spoiler extension
• Higher engine idle
• Thrust reversers may not deploy
For the increased stopping distance during an RTO, refer to the Departure Airport,
Takeoff Performance section below.
Dispatch Guidance - Destination or Alternate Airport - Landing Performance
Calculate the required landing distance (select Method A or Method B).
Method A: Use of normal landing performance increased by a predetermined
percentage
Use Prior to Descent, Required Landing Distance section below.
Method B: Use of the Non-Normal Configuration Landing Distance table for
SPOILERS
Use the SPOILERS Non-Normal Configuration Landing Distance table in the
Performance chapter of the AFM, or the applicable table below, for flaps 30 or flaps 40.
• Use the distance for MAX MANUAL braking configurations with the appropriate
runway condition at estimated time of arrival.
• Apply all of the appropriate distance adjustments to include the reverse thrust
adjustment for no reverse (NO REV).
For runway condition codes 6 and 5, obtain the required landing distance by using the
higher of:
• The resulting unfactored distance increased by 15%, or
• The normal dispatch calculations.
For runway condition codes 4 and 3, increase the resulting unfactored distance by 15%
to obtain the required landing distance.
For runway condition code 2, increase the resulting unfactored distance by 30% to
obtain the required landing distance.
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Departure Airport, Takeoff Performance
Select Method 1 or 2 to adjust the accelerate stop distance available (ASDA).
Note: Both methods provide an acceptable margin of safety.
Method 1: Adjust the ASDA by a predetermined value.
Adjust the ASDA by using the following adjustment:
Runway Condition
Code
6
5
5, 4, or 3
2
Runway Condition
Description
Dry
Wet skid resistant*
Wet/dry snow/wet
snow/compact snow/slippery
Slush or standing water
Subtract from
ASDA
950 feet
2,600 feet
3,700 feet
4,900 feet
*Provided approval to use wet skid resistant data has been received from the appropriate regulatory
authority in accordance with the AFM.
Use the adjusted ASDA and complete the takeoff performance calculations using actual
departure runway conditions and actual departure environmental conditions. Do not take
credit for use of reverse thrust when calculating takeoff performance.
End of Method 1
Method 2: Adjust the ASDA by a predetermined factor.
Multiply the ASDA by the following factor:
Runway Condition
Code
6
5
5, 4, or 3
2
Runway Condition
Description
Dry
Wet skid resistant*
Wet/dry snow/wet
snow/compact snow/slippery
Slush or standing water
ASDAFactor
0.86
0.76
0.71
0.65
*Provided approval to use wet skid resistant data has been received from the appropriate regulatory
authority in accordance with the AFM.
Use the adjusted ASDA and complete the takeoff performance calculations using actual
departure runway conditions and actual departure environmental conditions. Do not take
credit for use of reverse thrust when calculating takeoff performance.
End of Method 2
Climb out:
• TO/GA mode may not be available
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Prior to takeoff:
Verify normal radio altimeter indications.
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• Monitor pitch mode engagement
• Monitor roll mode engagement
• Autopilot may not engage
Prior to Descent, Required Landing Distance
Do a time of arrival (en route) landing distance assessment using Method A or B. Use the
SPOILERS Non-Normal Configuration Landing Distance table in the Performance
chapter of the AFM, or the applicable table below, for flaps 30 or flaps 40.
Method A: Use of normal landing performance and increase by a predetermined
percentage.
Use the Normal Configuration Landing Distance table for flaps 30 or flaps 40.
Note: The distances and adjustments shown in the Normal Configuration Landing
Distance tables are factored and have been increased 15%.
Select the appropriate runway condition.
Select the distance for the MAX MANUAL braking configuration.
Apply all of the appropriate distance adjustments.
Note: Do not apply adjustments for reverse thrust.
To obtain the required landing distance, increase the resulting factored distance by the
percentage below in Table 1 based on the runway condition code or runway braking
action.
Table 1
Runway Condition
Code
6
5
4
3
2
Reported Braking Action
Percentage
Drv
Good
Good to medium
Medium
Medium to poor
23%
63%
56%
65%
113%
Determine autobrake settings using the Determine Autobrake Settings section below.
End of Method A
Method B: Use of the Non-Normal Configuration Landing Distance table for
SPOILERS
Use the SPOILERS Non-Normal Configuration Landing Distance table in the
Performance chapter of the AFM, or the applicable table below, for flaps 30 or flaps 40.
Select the distance for MAX MANUAL braking configuration.
Apply all of the appropriate distance adjustments including the reverse thrust adjustment
for no reverse O REV .
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Select the appropriate runway condition.
Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations
4795
For runway condition codes 6 to 3, increase the resulting unfactored distance by 15% to
obtain the required landing distance.
For runway condition code 2, increase the resulting unfactored distance by 30% to obtain
the required landing distance.
Determine autobrake settings using the Determine Autobrake Settings section below.
SPOILERS Non-Normal Configuration Landing Distance Tables
137-B and 737-82DII One Pasilian Tailskid, Fl.N'S 38, YRIEF30
-R"""'ay
Code
II
5
4
3
2
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Weight~
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180
1110
740
1110
1530
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2811
1300
1620
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4410
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1311 I 170
2211 1320
230 I 3311
2411 I 340
2511 I -2511
4111 1 -3811
420 1 -400
430 1-420
51111/-6411
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Adju5lmenl:
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230 I 320
2411 1330
2511 I 340
330 I 411D
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2511
420
430
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!l3llll
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Head J Tail Wnd
-210 I ll70
-3211 I 11311
-340 I 1180
-30011240
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2DD
210
270
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410
410
4511
160
5511
1111D
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2511
1170
14811
850
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1430
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5
4
3
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1811.llllD UI
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5030
65311
2511 I -2511
4101-3811
420 / -400
430 , -420
51111/-530
7000
75!ill
8530
Per
160,IIIID LB
-
Landing Distances andAdjuslmenls (Feet}
Wind Adjusbnenl.
Slape Adjuslmenl
per 10 Knolls
per15
Mjuslment"
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140 1170
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~
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15611
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220
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310
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111111D
7117D
khammond on DSKJM1Z7X2PROD with RULES
5
4
3
2
VerDate Sep<11>2014
16:08 Jan 28, 2022
Per 10,000 LB
1511,IIIID LB
31111 I -2511
490 I -3811
511D I -300
510 I -4211
ll70 / -5211
Jkt 256001
-
STD/HIGH
1«1 I 170
230 I 310
230 I 3211
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E:\FR\FM\31JAR1.SGM
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1380
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ER31JA22.008</GPH>
-..,
Landing Dislanaes -
4796
Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations
-
731-11 and n7-1120D · - Posili"" Tailskid FLAPS 40 VllE,F411
Landing Distances and Adjustments {Fee-t)
...
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820
1B30
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3420
*For landing distance at or below 8,000 ft pressure altitude, apply the STD adjustment. For altitudes
higher than 8,000 ft, first apply the STD adjustment to derive a new reference landing distance for 8,000
ft then apply the HIGH adjustment to this new reference distance.
Reference distance is based on MAX MANUAL braking, sea level, standard day, no wind or slope and
maximum reverse thrust.
Reference distance includes a distance from threshold to touchdown associated with a flare time of 7
seconds.
Distances are based on SPOILERS failure distances which conservatively approximates the effects of
5G interference after the Reverse Thrust Adjustment for no Reversers is applied.
Actual (unfactored) distances are shown.
Note: per procedure, MAX MANUAL braking is not required for normal operations.
End of Method B
Determine Autobrake Settings
• Determine desired AUTOBRAKE setting by using the normal configuration landing
distance.
Note: Normal manual or normal autobrakes can be used. The use of maximum
brakes is not needed except as stated in the During Landing section below.
During Approach
• Monitor radio altimeters for anomalies.
• Monitor performance of autopilot and autothrottle. If the autopilot or auto throttle is
not performing as expected, disconnect both the autopilot and autothrottle and apply
manual inputs to ensure proper control of flight path.
• If suitable visual reference is established, disengage the autopilot and autothrottle
and continue for a normal manual landing.
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At DA(H), MDA(H), or the Missed Approach Point
Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations
4797
• If a go-around is needed, do the go-around and the missed approach procedure
either in manual or automatic flight.
During Landing
• Radio altitude-based altitude aural callouts during approach may not be available or
may be erroneous.
• Manual deployment of the speedbrakes may be needed.
• If the thrust reversers do not deploy, immediately ensure the speedbrakes are
extended, apply manual braking, and modulate as needed for the existing runway
conditions.
Note: In some conditions, maximum manual braking may be needed throughout the
entire landing roll.
During Go-around and Missed Approach
TO/GA mode may not be available.
Monitor thrust and verify that thrust increases.
Monitor pitch mode engagement.
Monitor roll mode engagement.
Autopilot may not engage.
khammond on DSKJM1Z7X2PROD with RULES
Note 1 to paragraph (h): Guidance for
accomplishing the actions required by this
AD can be found in Boeing Multi Operator
Message MOM–MOM–22–0016–01B(R1),
dated January 16, 2022, and Boeing Flight
Crew Operations Manual Bulletin TBC–26,
‘‘Radio Altimeter Anomalies due to 5G CBand Wireless Broadband Interference in the
United States,’’ dated January 17, 2022.
(i) 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 (j)(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,
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.
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.
(k) Material Incorporated by Reference
None.
16:08 Jan 28, 2022
Jkt 256001
[FR Doc. 2022–01995 Filed 1–27–22; 4:15 pm]
BILLING CODE 4910–13–C
PO 00000
Frm 00011
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2021–0843; Project
Identifier MCAI–2020–00256–Q; Amendment
39–21891; AD 2022–01–03]
RIN 2120–AA64
Airworthiness Directives; Umlaut
Engineering GmbH (Previously P3
Engineering GmbH) HAFEX (HalonFree) Hand-Held Fire Extinguishers
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
Issued on January 26, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
(j) Related Information
(1) For more information about this AD,
contact Dean Thompson, Senior Aerospace
VerDate Sep<11>2014
DEPARTMENT OF TRANSPORTATION
Fmt 4700
Sfmt 4700
The FAA is adopting a new
airworthiness directive (AD) for certain
Umlaut Engineering GmbH (previously
P3 Engineering GmbH) HAFEX (Halonfree) hand-held P3HAFEX fire
extinguishers (fire extinguishers). This
AD was prompted by reports of a quality
control issue on certain fire
extinguishers, where the spindle
geometries of the fire extinguishers were
found to be out of tolerance. This AD
requires removing affected fire
extinguishers from service. The FAA is
issuing this AD to address the unsafe
condition on these products.
SUMMARY:
E:\FR\FM\31JAR1.SGM
31JAR1
ER31JA22.010</GPH>
•
•
•
•
•
]]>Agencies
[Federal Register Volume 87, Number 20 (Monday, January 31, 2022)]
[Rules and Regulations]
[Pages 4787-4797]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-01995]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
========================================================================
Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules
and Regulations
[[Page 4787]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0017; Project Identifier AD-2022-00058-T;
Amendment 39-21937; AD 2022-03-20]
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 737-8, 737-9, and 737-8200 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, during takeoffs and
landings, as a result of this interference, certain airplane systems
may not properly function, resulting in longer than normal landing or
rejected takeoff distances due to the effect on thrust reverser
deployment, spoilers, speedbrake deployment, and increased idle thrust,
regardless of the approach type or weather. This AD requires revising
the limitations and operating procedures sections of the existing
airplane flight manual (AFM) to incorporate limitations prohibiting the
use of certain minimum equipment list (MEL) items, and to incorporate
operating procedures for calculating takeoff and landing distances,
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 31, 2022.
The FAA must receive comments on this AD by March 17, 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-2022-0017; 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 was 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 beginning on 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
[[Page 4788]]
aircraft systems that rely on radio altimeter inputs. Boeing issued
Boeing Multi Operator Message MOM-MOM-22-0016-01B(R1), dated January
16, 2022, and Boeing Flight Crew Operations Manual Bulletin TBC-26,
``Radio Altimeter Anomalies due to 5G C-Band Wireless Broadband
Interference in the United States,'' dated January 17, 2022.
Based on Boeing's data, the FAA identified an additional hazard
presented by 5G C-Band interference on The Boeing Company 737-8, 737-9,
and 737-8200 airplanes. The FAA determined anomalies due to 5G C-Band
interference may affect multiple other airplane systems using radio
altimeter data, regardless of the approach type or weather. These
anomalies may not be evident until very low altitudes. Impacted systems
include, but are not limited to: Autopilot flight director system;
autothrottle system; engines; thrust reversers; flight controls; flight
instruments; traffic alert and collision avoidance system (TCAS);
ground proximity warning system (GPWS); and configuration warnings.
As a result of erroneous radio altimeter data provided to these
systems in the event of 5G C-Band interference, takeoff and landing
performance can be adversely impacted. This may have multiple effects,
including:
Autothrottle may remain in speed (SPD) mode and may
increase thrust to maintain speed during flare instead of reducing the
thrust to IDLE at 27 feet radio altitude (RA) or may reduce thrust to
IDLE prematurely.
Thrust reversers may not deploy during rejected takeoff or
landing roll.
Engines may be at higher idle during rejected takeoff or
remain at approach idle after touchdown.
Automatic speedbrake may not deploy after touchdown during
the landing roll.
SPEEDBRAKE EXTENDED light may not be available or may
illuminate erroneously during the landing roll.
SPEEDBRAKE time critical visual and aural warnings may not
be available during the landing roll.
Spoilers may be limited to their maximum in-flight
position during manual deployment after rejected takeoff or touchdown
during the landing roll.
Landing Attitude Modifier may be erroneous.
Other simultaneous flight deck effects associated with the
5G C-Band interference could increase pilot workload.
As a result of these effects, lack of thrust reverser and
speedbrake deployment, limited spoiler extension, and increased idle
thrust may occur; and brakes may be the only means to slow the
airplane. Therefore, the presence of 5G C-Band interference can result
in degraded deceleration performance, subsequently resulting in longer
than normal landing or rejected takeoff distances, which could lead to
a runway excursion. This is an unsafe condition.
The severity of the hazard created by a lack of thrust reverser and
speedbrake deployment, limited spoiler extension, and by increased idle
thrust, increases when the runway is contaminated with frozen or liquid
precipitation. The FAA categorizes runway surface conditions with codes
from 6 through 0, with 6 being a dry runway and therefore no
detrimental effect on braking, and a code of 0 denoting surface
conditions, such as wet ice, in which braking may not be effective.
This AD mandates procedures for operators to account for this
longer than normal landing or rejected takeoff distances, for all
runway conditions, in the presence of 5G C-Band interference as
identified by NOTAM. It prohibits operators from dispatching or
releasing airplanes to or from affected airports when certain braking
and anti-skid functions on the airplane are inoperable. It also
prohibits operators from dispatch or release to, or takeoff or landing
on, runways with condition codes 1 and 0.
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 and operating procedures
sections of the existing AFM to incorporate limitations prohibiting the
use of certain MEL items, and to incorporate operating procedures for
calculating takeoff and landing distances, 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 during takeoffs and landings, as a result of 5G C-Band
interference, certain airplane systems may not properly function,
resulting in longer than normal landing or rejected takeoff distances
due to the effect on thrust reverser deployment, spoilers, speedbrake
deployment, and increased idle thrust, regardless of the approach type
or weather. This could result in a runway excursion. The urgency is
based on C-Band wireless broadband deployment, which was expected to
occur in phases with operations beginning on 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-2022-0017 and Project Identifier AD-
2022-00058-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
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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 177 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 hour $0 $85 $15,045
= $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 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:
2022-03-20 The Boeing Company: Amendment 39-21937 ; Docket No. FAA-
2022-0017; Project Identifier AD-2022-00058-T.
(a) Effective Date
This airworthiness directive (AD) is effective January 31, 2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 737-8, 737-9, and
737-8200 airplanes, certificated in any category.
(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,
during takeoffs and landings, as a result of this interference,
certain airplane systems may not properly function, resulting in
longer than normal landing or rejected takeoff distances due to the
effect on thrust reverser deployment, spoilers, speedbrake
deployment, and increased idle thrust, regardless of the approach
type or weather. The FAA is issuing this AD to address degraded
deceleration performance, which could lead to a runway excursion.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Definitions
Runway condition codes are defined in figure 1 to paragraph (g)
of this AD.
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(h) Airplane Flight Manual (AFM) Revision
(1) 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 2 to paragraph (h)(1) of this AD.
This may be done by inserting a copy of figure 2 to paragraph (h)(1)
of this AD into the existing AFM.
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(2) Within 2 days after the effective date of this AD: Revise
the Operating Procedures Section of the existing AFM to include the
information specified in figure 3 to paragraph (h)(2) of this AD.
This may be done by inserting a copy of figure 3 to paragraph (h)(2)
of this AD into the existing AFM.
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Note 1 to paragraph (h): Guidance for accomplishing the actions
required by this AD can be found in Boeing Multi Operator Message
MOM-MOM-22-0016-01B(R1), dated January 16, 2022, and Boeing Flight
Crew Operations Manual Bulletin TBC-26, ``Radio Altimeter Anomalies
due to 5G C-Band Wireless Broadband Interference in the United
States,'' dated January 17, 2022.
(i) 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 (j)(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.
(j) 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.
(k) Material Incorporated by Reference
None.
Issued on January 26, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2022-01995 Filed 1-27-22; 4:15 pm]
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