Airworthiness Directives; The Boeing Company Airplanes, 4787-4797 [2022-01995]

Download as PDF 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. khammond on DSKJM1Z7X2PROD with RULES SUMMARY: VerDate Sep<11>2014 16:08 Jan 28, 2022 Jkt 256001 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. PO 00000 Frm 00001 Fmt 4700 Sfmt 4700 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.’’ E:\FR\FM\31JAR1.SGM 31JAR1 khammond on DSKJM1Z7X2PROD with RULES 4788 Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 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, VerDate Sep<11>2014 16:08 Jan 28, 2022 Jkt 256001 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). PO 00000 Frm 00002 Fmt 4700 Sfmt 4700 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 E:\FR\FM\31JAR1.SGM 31JAR1 4789 Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 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. khammond on DSKJM1Z7X2PROD with RULES 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 VerDate Sep<11>2014 (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, and (2) Will not affect intrastate aviation in Alaska. § 39.13 Jkt 256001 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 Frm 00003 Fmt 4700 Sfmt 4700 $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. PO 00000 Cost on U.S. operators E:\FR\FM\31JAR1.SGM 31JAR1 4790 Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 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 khammond on DSKJM1Z7X2PROD with RULES (1) Within 2 days after the effective date of this AD: Revise the Limitations Section of the VerDate Sep<11>2014 16:08 Jan 28, 2022 Jkt 256001 existing AFM to include the information specified in figure 2 to paragraph (h)(1) of this AD. This may be done by inserting a PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 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 E:\FR\FM\31JAR1.SGM 31JAR1 ER31JA22.003</GPH> 1 0 Reported Braking Action Dry Good Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 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. VerDate Sep<11>2014 16:08 Jan 28, 2022 Jkt 256001 information specified in figure 3 to paragraph (h)(2) of this AD. This may be done by PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 inserting a copy of figure 3 to paragraph (h)(2) of this AD into the existing AFM. E:\FR\FM\31JAR1.SGM 31JAR1 ER31JA22.004</GPH> khammond on DSKJM1Z7X2PROD with RULES (2) Within 2 days after the effective date of this AD: Revise the Operating Procedures Section of the existing AFM to include the 4792 Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 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. VerDate Sep<11>2014 16:08 Jan 28, 2022 Jkt 256001 PO 00000 Frm 00006 Fmt 4700 Sfmt 4725 E:\FR\FM\31JAR1.SGM 31JAR1 ER31JA22.005</GPH> khammond on DSKJM1Z7X2PROD with RULES End of Method B Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 4793 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 VerDate Sep<11>2014 16:08 Jan 28, 2022 Jkt 256001 PO 00000 Frm 00007 Fmt 4700 Sfmt 4725 E:\FR\FM\31JAR1.SGM 31JAR1 ER31JA22.006</GPH> khammond on DSKJM1Z7X2PROD with RULES Prior to takeoff: Verify normal radio altimeter indications. 4794 Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations • 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 . VerDate Sep<11>2014 16:08 Jan 28, 2022 Jkt 256001 PO 00000 Frm 00008 Fmt 4700 Sfmt 4725 E:\FR\FM\31JAR1.SGM 31JAR1 ER31JA22.007</GPH> khammond on DSKJM1Z7X2PROD with RULES 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 1511.llllD LB landing Weight 4lll'll Landing Distances BfNI Adjuslmenls (Feet) Altitude Weight~ Adjuslml!nt" Per ID.IIIIDLB Above/Be- PerUIDIIII 7330 82IIO !IID 1-670 6111111 I -2711 1-4111 / -430 t -4lill --- _,_ ... Weight Adjuslment Runway Uill.llllOLB Per 111.IIIID LB Code II Landing Weight 4lll'll 1511.IIIIOLB 5 4 3 2 6113D Gll10 7D5II 7080 TemperalLlre Appmilloh Slape~ A<:iustmenl- per15 111"C Speed Adju5lmenl: a......,. Head /TailWnd -2111 I 61111 -3311 / 1t!IO -3511 I 1210 -30011270 -470 / 1!lll0 0.,.,,,/Un Hit 811 I -70 200 I -170 21611 /-210 310 I -250 440 I -340 Allov&/e.....lSA 1311 J -130 'I/REF 2111 I -210 210 I .,210 420 220 1 - = 420 280/-'2811 4511 WindM~nl. Slape~ per 10 Knolls perl5 Adjuslml!nt" TemperalLlre Aqustmentlll"C 420 Appmilloh Speed Adj- per5KTS Per 1,DDIIII 330 310 One Reverser 180 1110 740 1110 1530 No Reverser 2811 1300 1620 2DIID 4410 731-8 and 137-821111 Two PDSiliml T-kid, FI..N'S 38 VREF30 Lamling Dislanaes and Adjuslmenls (Feet} STD/HIGH 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 -...Thrust Adju5lmenl: per5KTS STD/HIGH 130 / 170 230 I 320 2411 1330 2511 I 340 330 I 411D 150.IIIIOLB 2511 420 430 4511 !l3llll Wind Adjusbmml per 10 Knolls Head J Tail Wnd -210 I ll70 -3211 I 11311 -340 I 1180 -30011240 -4!ID ! 11140 / 4!1D 0.,.,,,/UoHil 80 / -70 11111 1 -100 24D 1-200 300 I -240 420 I -330 Allov&/llelawlSA 1211 2DD 2DD 210 270 / / I I I -1211 -200 -200 -200 -270 -Adjuslment a......,. One VREF Reverser 31111 410 410 410 4511 160 5511 1111D No 2511 1170 14811 850 19110 1430 41111 731-,9 FUiPS 311, VREF311 --.y Code II 5 4 3 2 llislance WeightAdj- 1811.llllD UI Lsnding Weight 10.IIIID LB ,.,_,ee_ 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" Perl.00011 STD/HIGH 140 1170 2511 1 3311 211D I 3411 27D / 3!ill 311D I 4811 Temperaue Aquslmentlll"C ~ Speed Adjuslment per5KTS ......... Head/Tail Wm! -2111 I GlllJ -340 I 1180 -3!ill / 1Zl0 -3711 / 121111 -480 / 1llll0 o-mtUpHil 90 /-811 220 I -1811 2711 I -220 330 I -260 4611(-31111 -Adju5lmenl: One NII> Reverser 170 610 880 270 12011 15611 19CIO 1480 407D Allov&/llelawlSA I/REF 130 I -130 2111 I .,210 420 22111-= 420 720 220 420 411D 1-= 200 I -21111 310 137-B-737-82DII One PDSiliml T-kid, Fl.N'S 411, YREfilll IJis1anee W@inhtAdi- 1511.0IIOLB ,.,_,ee_ Lsnding Code Weight II 4630 !iBllll 64!ill 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 Head/ TailWnd -210 t ll70 Adjuslmenls (Feet} Wind Adjus!menl. Slape~ ,-10Kno11s pe,-15 Adiuslmenl" TemperalLlre Aquslment111"C 3211 PO 00000 ~ pe.-5KTS above Pert.DOD II: 2411 Appmach Speed -3211 I 1110 -340 I 11711 t 1Zlll / 3311 I 4511 -3!ill Frm 00009 Fmt 4700 -4611 I 16111 o-m/UpHil 90 I -80 11111 I -UIIJ 2511 t -200 310 / -240 410 1-3211 Sfmt 4725 Allove/e.....lSA VREF 120 I -1211 1110 / -1911 190 I -1911 330 4211 2DD I -200 410 4511 2110 I -2811 E:\FR\FM\31JAR1.SGM 420 31JAR1 -One No Reverser 160 250 11170 1380 1830 3430 5111 ll40 81111 12611 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) ... !llslanoe Weigll,tA<ijlls!menl Avnwll!I l!ill,D!IOLB _,o,ooorn Condition Landing: Weigh! 4600 Above I Bebw 150,llOO 1B 5 5830 500 I -370 4 3 6421ll t!S7!! t530 51Dl--3&!1 230 24•D 520 I -410 680 I "5:10 Code 11 2 310 I -2!i0 Wind .l\dju..,,_nl AlAdjustment•· -10Koots Slop<! llqlisl"""'I Jl'!'l'll, T""'""""""' A!ljuotme.nt!""r 1o•c. ~ s,,,,..i Adjuslme-!rd: Ri!¥8"5e Thrust Adjusime<1! P"r5KTS aoove Orn, Ne 0-11/UaHiil llll I -70 ,Above l Below ls.A 120 I -120 VREF Reve™>< Reverser 3~ lflll 2!ill l'N1.(IO!lft STD/HIGH 140 I HO Head ITail Wind -210 I 570 J 310 -320 / 111() !GO .I -160 510 260 / -200 310 I -240 420 030 250 -33111 rnro -350 I !22!! 190 I -190 190 I -100 200 I -200 420 I 321l l 330 410 ll!lll 1060 f370 1820 3311 I 450 -4Wl 16UI 41111 -320 260 I -260 451] 1250 3400 737-3 FLAPS 40, 'IIREF411 Landinp Distmces and Adjusil!nenlS t:Feet) Reference lli5tonco Rumwlif)' 160,000 LB CondiUol'k Landing Coc!e Weight s 4112{1 5 4 3 !l:!l!ll 6800 7300 2 SHIJ Allilude w-A<11u.-n1 .6.Ain51ml:!l'lr· Wind Aliiju,!ment -IOKnots Slai,e A,lu!itrnent .,..,'II, T""'perarure Approacll /lq11>tmetnl- Speed Adjus!mem 10"0 ltlll,OOII lll 3:lll I -2li0 5:20 J -3<10 !!2ll I -~Q 540 I -<110 600 J -!l10 Miu!!ilml!l'lt per51\.IS Per 10.000 LB Above-/B@b11r R"""""' Thn,st Per1,00DII SID/HfGH 150 I 100 250 250 /:WO I 340 I 350 J '4Tll 260 340 aboYe Head t Tail Wind -210 l 6DD -,1311/1160 -350 i 1200 -Jm/12illl -'100 J !!!!ill Down I Up H'tll ijil I 210 270 330 450 I J I I Above l Below 1SA VREF One "Rever5er ND 'R-evet'Ser .;m 130 I -130 3:JO 1.70 2.W -!80 -220 -2110 -340 200 I -200 -43!! 5!i0 .2IO / -21!) 43-0 43!! 400 000 !150 1410 210 I -21'0 :270 l -210 820 1B30 1290 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. VerDate Sep<11>2014 16:08 Jan 28, 2022 Jkt 256001 PO 00000 Frm 00010 Fmt 4700 Sfmt 4725 E:\FR\FM\31JAR1.SGM 31JAR1 ER31JA22.009</GPH> khammond on DSKJM1Z7X2PROD with RULES 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

[[Page 4789]]

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.

[[Page 4790]]

[GRAPHIC] [TIFF OMITTED] TR31JA22.003

(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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