Airworthiness Directives; The Boeing Company Airplanes, 8152-8158 [2022-03144]
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(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Will not affect intrastate aviation
in Alaska, and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive:
■
2022–03–18 British Aerospace (Operations)
Limited and British Aerospace Regional
Aircraft: Amendment 39–21935; Docket
No. FAA–2021–0961; Project Identifier
MCAI–2021–00924–A.
(a) Effective Date
This airworthiness directive (AD) is
effective March 21, 2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to British Aerospace
(Operations) Limited and British Aerospace
Regional Aircraft Model Jetstream Series 200,
Jetstream Model 3101, and Jetstream Model
3201 airplanes, serial numbers 1 through 927
and 929 through 936 inclusive, certificated in
any category.
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(d) Subject
Joint Aircraft System Component (JASC)
Code 2770, Gust Lock/Damper System.
(e) Unsafe Condition
This AD was prompted by mandatory
continuing airworthiness information (MCAI)
originated by an aviation authority of another
country to identify and correct an unsafe
condition on an aviation product. The MCAI
describes the unsafe condition as a bent
control rod within the gust lock system,
which may enable both power levers to be
pushed into the flight range with the gust
lock lever fully engaged. The FAA is issuing
this AD to detect and correct bent push rod
assemblies of the power lever baulk system.
The unsafe condition, if not addressed, could
result in loss of airplane control.
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(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Action
Within 2 years after the effective date of
this AD, replace push rod assembly part
number (P/N) 137201E419 with push rod
assembly P/N 137201E429 by following the
Accomplishment Instructions, sections 2.A.
through 2.C. in Jetstream Series 3100/3200
Service Bulletin 27–JM 5350, Revision 1,
dated May 6, 1994.
(h) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, International Validation
Branch, FAA, has the authority to approve
AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In
accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the certification office,
send it to the attention of the person
identified in paragraph (i)(1) of this AD and
email to: 9-AVS-AIR-730-AMOC@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(i) Related Information
(1) For more information about this AD,
contact Doug Rudolph, Aviation Safety
Engineer, General Aviation & Rotorcraft
Section, International Validation Branch,
FAA, 901 Locust, Room 301, Kansas City,
MO 64106; phone: (816) 329–4059; email:
doug.rudolph@faa.gov.
(2) Refer to Civil Aviation Authority (CAA)
AD G–2021–0005, dated August 3, 2021, for
more information. You may examine the
CAA AD at https://www.regulations.gov by
searching for and locating Docket No. FAA–
2021–0961.
(j) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference of
the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Jetstream Series 3100/3200 Service
Bulletin 27–JM 5350, Revision 1, dated May
6, 1994.
(ii) [Reserved]
(3) For service information identified in
this AD, contact BAE Systems (Operations)
Ltd., Customer Information Department,
Prestwick International Airport, Ayrshire,
KA9 2RW, Scotland, United Kingdom;
phone: +44 3300 488727; fax: +44 1292
675704; email: RApublications@
baesystems.com; website: https://
www.baesystems.com/Businesses/
RegionalAircraft/.
(4) You may view this service information
at the FAA, Airworthiness Products Section,
Operational Safety Branch, 901 Locust,
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Kansas City, MO 64106. For information on
the availability of this material at the FAA,
call (817) 222–5110.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
email: fr.inspection@nara.gov, or go to:
https://www.archives.gov/federal-register/cfr/
ibr-locations.html.
Issued on January 26, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2022–03030 Filed 2–11–22; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2022–0095; Project
Identifier AD–2022–00054–T; Amendment
39–21947; AD 2022–04–05]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for all The
Boeing Company Model 757 airplanes
and Model 767 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
approach, landings, and go-arounds, as
a result of this interference, certain
airplane systems may not properly
function, resulting in increased
flightcrew workload while on approach
with the flight director, autothrottle, or
autopilot engaged. The FAA is issuing
this AD to address 5G C-Band
interference that could result in
increased flightcrew workload and
could lead to reduced ability of the
flightcrew to maintain safe flight and
landing of the airplane. This AD
requires revising the limitations and
operating procedures sections of the
existing airplane flight manual (AFM) to
incorporate specific operating
procedures for landing distance
calculations, instrument landing system
(ILS) approaches, non-precision
approaches, speedbrake deployment,
SUMMARY:
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and go-around and missed approaches,
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 February 14,
2022.
The FAA must receive comments on
this AD by March 31, 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–2022–0095; 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: For
Model 757 airplanes, contact Jeffrey
Palmer, Aerospace Engineer, Systems
and Equipment Section, FAA, Los
Angeles ACO Branch, 3960 Paramount
Boulevard, Lakewood, CA 90712–4137;
phone: 562–627–5351; email:
jeffrey.w.palmer@faa.gov. For Model
767 airplanes, 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:
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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, C1 The
FCC’s rules did not make C-Band wireless
broadband available in Alaska, Hawaii, and the U.S.
Territories.
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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.
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.
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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Since the FAA issued AD 2021–23–
12, Boeing has continued to evaluate
potential 5G C-Band interference on
aircraft systems that rely on radio
altimeter inputs. Boeing issued Boeing
Multi Operator Message MOM–MOM–
22–0022–01B(R2), dated February 1,
2022; Boeing Flight Crew Operations
Manual Bulletin TBC–67 R1, ‘‘Radio
Altimeter Anomalies due to 5G C-Band
Wireless Broadband Interference in the
United States,’’ dated February 1, 2022;
Boeing Flight Crew Operations Manual
Bulletin TBCC–72 R1, ‘‘Radio Altimeter
Anomalies due to 5G C-Band Wireless
Broadband Interference in the United
States,’’ dated February 1, 2022; Boeing
Flight Crew Operations Manual Bulletin
TBC–86 R1, ‘‘Radio Altimeter
Anomalies due to 5G C-Band Wireless
Broadband Interference in the United
States,’’ dated February 1, 2022; and
Boeing Flight Crew Operations Manual
Bulletin TBC4–33 R1, ‘‘Radio Altimeter
Anomalies due to 5G C-Band Wireless
Broadband Interference in the United
States,’’ dated February 1, 2022; for
Model 757 and 767 airplanes.
Based on Boeing’s data, the FAA
identified an additional hazard
presented by 5G C-Band interference on
The Boeing Company Model 757 and
767 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; flight
controls; flight instruments; traffic alert
and collision avoidance system (TCAS);
ground proximity warning system
(GPWS); and configuration warnings.
In the event of 5G C-Band
interference, landing performance and
flightcrew workload can be adversely
impacted. This may have multiple
effects, including:
• Autopilot Flight Director System:
NO AUTOLAND Autopilot Status
Annunciation may be shown; autopilot
may not engage; autopilot disconnect
may occur when LAND 2 or LAND 3
status is shown; the flight directors may
provide erroneous guidance during ILS
approaches; autoland runway alignment
may not occur or may activate earlier or
later than expected; autoland flare may
not occur, however, FLARE mode can
be erroneously annunciated on the FMA
(flight mode annunciation); or goaround mode may not be available.
• Autothrottle System: Autothrottle
can remain in SPD (speed) mode and
may advance to maintain speed during
flare instead of reducing the thrust to
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IDLE; or autothrottle may retard to idle
prematurely in the flare.
• Flight Controls: Automatic
speedbrake deployment may not occur
after touchdown (for Model 757 and 767
models with Yaw Damper Stabilizer
Trim module (YSM)); or SPEEDBRAKES
EXT Caution message may not be
available.
• Flight Instruments: The RA (radio
altimeter) indication may not be shown;
the RADIO minimums indications
(flashing or turning amber) may not be
shown or may be erroneous; the rising
runway symbol may not be shown; the
localizer deviation alert amber scale and
flashing pointer may not be shown
(deviation indications are still
available); or the glideslope deviation
alert amber scale and flashing pointer
may not be shown (deviation
indications are still available).
• TCAS: TCAS alerts may not be
available (TCAS alerts that do occur will
be valid); or TCAS inhibits for
resolution advisories may be erroneous.
• GPWS: GPWS alerts may not be
available or may be erroneous (although
look-ahead terrain alerting remains
available); radio altimeter-based altitude
and minimums aural callouts during
approach may not be available or
erroneous; or windshear detection
systems (predictive and reactive) may be
inoperative.
• Configuration Warnings: Erroneous
landing gear configuration warning may
occur.
• Considerations for Dispatch: For
Model 757 and 767 airplanes with YSM,
adjust operational (time of arrival)
landing distance for manual
speedbrakes. For airplanes without
YSM, no impacts on dispatch landing
performance calculations.
• Other simultaneous flight deck
effects associated with the 5G C-Band
interference could increase pilot
workload.
These effects may cause erroneous
indications and annunciations, as well
as conflicting information, being
provided to the flightcrew during a
critical phase of flight. This could lead
to reduced ability of the flightcrew to
maintain safe flight and landing of the
airplane, and is an unsafe condition.
To address this unsafe condition, this
AD mandates procedures for operators
to incorporate specific operating
procedures for landing distance
calculations, ILS approaches, nonprecision approaches, speedbrake
deployment, and go-around and missed
approaches, when in the presence of 5G
C-Band interference as identified by
NOTAMs.
The FAA notes that for those
airplanes equipped with YSM, the 5G
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interference to the radio altimeter
creates an error to the YSM which
causes the speedbrakes to not
automatically deploy on landing; the
flightcrew must manually deploy the
speedbrakes when this occurs. Further,
the additional landing distance
calculation is required due to the
differences in manual deployment
versus automatic deployment during
landing.
Finally, the FAA notes that AD 2021–
23–12 remains in effect and thus
prohibits certain ILS approaches. Thus,
this AD addresses procedures applicable
only to those ILS approaches not
prohibited by AD 2021–23–12.
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 specific operating
procedures for landing distance
calculations, ILS approaches, nonprecision approaches, speedbrake
deployment, and go-around and missed
approaches, 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
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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 the FAA determined that
radio altimeters cannot be relied upon
to perform their intended function if
they experience interference from
wireless broadband operations in the 5G
C-Band, and a determination that,
during approach, landings, and goarounds, as a result of this interference,
certain airplane systems may not
properly function, resulting in increased
flightcrew workload while on approach
with the flight director, autothrottle, or
autopilot engaged. This increased
flightcrew workload could lead to
reduced ability of the flightcrew to
maintain safe flight and landing of the
airplane. The urgency is based on the
hazard presented by 5G C-Band
interference, and on C-Band wireless
broadband deployment, which began in
phases with operations 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–2022–0095
and Project Identifier AD–2022–00054–
T at the beginning of your comments.
The most helpful comments reference a
specific portion of the final rule, explain
the reason for any recommended
change, and include supporting data.
The FAA will consider all comments
received by the closing date and may
amend this final rule because of those
comments.
Except for Confidential Business
Information (CBI) as described in the
following paragraph, and other
information as described in 14 CFR
11.35, the FAA will post all comments
received, without change, to https://
www.regulations.gov, including any
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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
for Model 757 airplanes should be sent
to Jeffrey Palmer, Aerospace Engineer,
Systems and Equipment Section, FAA,
Los Angeles ACO Branch, 3960
Paramount Boulevard, Lakewood, CA
90712–4137; phone: 562–627–5351;
email: jeffrey.w.palmer@faa.gov.
Submissions containing CBI for Model
767 airplanes 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 1,138 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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Regulatory Findings
16:05 Feb 11, 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:
■
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:
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
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2022–04–05 The Boeing Company:
Amendment 39–21947; Docket No.
FAA–2022–0095; Project Identifier AD–
2022–00054–T.
(a) Effective Date
This airworthiness directive (AD) is
effective February 14, 2022.
(b) Affected ADs
None.
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Cost per
product
Parts cost
$0
Cost on U.S.
operators
$85
$96,730
(c) Applicability
This AD applies to all The Boeing
Company airplanes identified in paragraphs
(c)(1) and (2) of this AD, certificated in any
category.
(1) Model 757–200, –200PF, –200CB, and
–300 series airplanes.
(2) Model 767–200, –300, –300F, –400ER,
and –2C series airplanes.
(d) Subject
Air Transport Association (ATA) of
America Code 34, Navigation.
(e) Unsafe Condition
This AD was prompted by a determination
that radio altimeters cannot be relied upon to
perform their intended function if they
experience interference from wireless
broadband operations in the 3.7–3.98 GHz
frequency band (5G C-Band), and a
determination that, during approach,
landings, and go-arounds, as a result of this
interference, certain airplane systems may
not properly function, resulting in increased
flightcrew workload while on approach with
the flight director, autothrottle, or autopilot
engaged. The FAA is issuing this AD to
address 5G C-Band interference that could
result in increased flightcrew workload and
could lead to reduced ability of the
flightcrew to maintain safe flight and landing
of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) 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 1 to paragraph (g)(1) of
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Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations
this AD. This may be done by inserting a
copy of figure 1 to paragraph (g)(1) of this AD
into the Limitations Section of the existing
AFM.
BILLING CODE 4910–13–P
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16:05 Feb 11, 2022
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information specified in figure 2 to paragraph
(g)(2) of this AD. This may be done by
inserting a copy of figure 2 to paragraph (g)(2)
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of this AD into the Operating Procedures
Section of 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
Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations
Note 1 to paragraph (g)(2): Guidance for
accomplishing the actions required by
paragraph (g)(2) of this AD can be found in
Boeing Multi Operator Message MOM–
MOM–22–0022–01B(R2), dated February 1,
2022; Boeing Flight Crew Operations Manual
Bulletin TBC–67 R1, ‘‘Radio Altimeter
Anomalies due to 5G C-Band Wireless
Broadband Interference in the United States,’’
dated February 1, 2022; Boeing Flight Crew
Operations Manual Bulletin TBCC–72 R1,
‘‘Radio Altimeter Anomalies due to 5G CBand Wireless Broadband Interference in the
United States,’’ dated February 1, 2022;
Boeing Flight Crew Operations Manual
Bulletin TBC–86 R1, ‘‘Radio Altimeter
Anomalies due to 5G C-Band Wireless
Broadband Interference in the United States,’’
dated February 1, 2022; and Boeing Flight
Crew Operations Manual Bulletin TBC4–33
R1, ‘‘Radio Altimeter Anomalies due to 5G CBand Wireless Broadband Interference in the
United States,’’ dated February 1, 2022.
VerDate Sep<11>2014
16:05 Feb 11, 2022
Jkt 256001
(h) Alternative Methods of Compliance
(AMOCs)
(1) For Model 757 airplanes: The Manager,
Los Angeles ACO Branch, FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or responsible Flight Standards Office, as
appropriate. If sending information directly
to the manager of the certification office,
send it to the attention of the person
identified in paragraph (i)(1) of this AD.
Information may be emailed to: 9-ANMLAACO-AMOC-Requests@faa.gov. For Model
767 airplanes: The Manager, Seattle ACO
Branch, FAA, has the authority to approve
AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In
accordance with 14 CFR 39.19, send your
request to your principal inspector or
responsible Flight Standards Office, as
appropriate. If sending information directly
to the manager of the certification office,
send it to the attention of the person
identified in paragraph (i)(2) of this AD.
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Frm 00019
Fmt 4700
Sfmt 4700
Information may be emailed to: 9-ANMSeattle-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.
(i) Related Information
(1) For more information about this AD for
Model 757 airplanes, contact Jeffrey W.
Palmer, Aerospace Engineer, Systems and
Equipment Section, FAA, Los Angeles ACO
Branch, 3960 Paramount Boulevard,
Lakewood, CA 90712–4137; phone: 562–627–
5351; email: jeffrey.w.palmer@faa.gov.
(2) For more information about this AD for
Model 767 airplanes, contact Dean
Thompson, Senior Aerospace Engineer,
Systems and Equipment Section, FAA,
Seattle ACO Branch, 2200 South 216th St.,
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BILLING CODE 4910–13–C
8157
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Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations
Des Moines, WA 98198; phone and fax: 206–
231–3165; email: dean.r.thompson@faa.gov.
(3) 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.
at the FAA, Airworthiness Products
Section, Operational Safety Branch, 901
Locust, Kansas City, MO 64106. For
information on the availability of this
material at the FAA, call (817) 222–
5110. It is also available at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2021–
0715.
(j) Material Incorporated by Reference
None.
Examining the AD Docket
Issued on February 7, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2022–03144 Filed 2–10–22; 11:15 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2021–0715; Project
Identifier AD–2021–00259–A; Amendment
39–21932; AD 2022–03–15]
RIN 2120–AA64
Airworthiness Directives; Various
Airplanes
SUPPLEMENTARY INFORMATION:
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
Background
The FAA is adopting a new
airworthiness directive (AD) for various
airplanes modified with certain
configurations of Garmin G3X Touch
Electronic Flight Instrument System
installed per Supplemental Type
Certificate (STC) No. SA01899WI or
Garmin GI 275 Multi-Function Display
(MFD) installed per STC No.
SA02658SE. This AD was prompted by
a report of a fuel quantity disparity
between the amount of fuel indicated
and the actual amount of fuel. This AD
requires modifying the resistive fuel
probe interface. The FAA is issuing this
AD to address the unsafe condition on
these products.
DATES: This AD is effective March 21,
2022.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of March 21, 2022.
ADDRESSES: For service information
identified in this final rule, contact
Garmin International, Garmin Aviation
Support, 1200 E 151st Street, Olathe, KS
66062; phone: (866) 739–5687; email:
avionics@garmin.com; website: https://
fly.garmin.com/fly-garmin/support/.
You may view this service information
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SUMMARY:
VerDate Sep<11>2014
16:05 Feb 11, 2022
You may examine the AD docket at
https://www.regulations.gov by
searching for and locating Docket No.
FAA–2021–0715; or in person at Docket
Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal
holidays. The AD docket contains this
final rule, any comments received, and
other information. The address for
Docket Operations is U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Kevin Marks, Aviation Safety Engineer,
Wichita ACO Branch, FAA, 1801
Airport Road, Wichita, KS 67209;
phone: (316) 946–4153; email:
kevin.marks@faa.gov or Wichita-COS@
faa.gov.
Jkt 256001
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to various airplanes modified
with certain configurations of Garmin
G3X Touch Electronic Flight Instrument
System installed per STC No.
SA01899WI or Garmin GI 275 MFD
installed per STC No. SA02658SE. The
NPRM published in the Federal
Register on August 27, 2021 (86 FR
48070). The NPRM was prompted by
notification of a Piper production line
issue with the installation of a Garmin
G3X Touch Electronic Flight Instrument
System installed under STC No.
SA01899WI. After calibration and
fueling the airplane to a known level,
the flight crew noted that the fuel
quantity indicator displayed a higher
level of fuel.
The Garmin G3X Touch Electronic
Flight Instrument System, when
interfaced with the Garmin GEA 24
(Engine Airframe Adapter) for display of
the fuel quantity, uses a 1K ohm resistor
inline between the GEA 24 and the
airplane fuel quantity resistance style
sending unit (float). This resistor
provides lightning protection to the fuel
tank as required by 14 CFR 23.954.
Use of the 1K resistor causes a GEA
error when the GEA 24 or resistor is
PO 00000
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Fmt 4700
Sfmt 4700
subjected to significantly hotter or
colder temperatures than the
temperature at which the fuel gauges
were calibrated during installation. The
farther the actual (ambient) temperature
of the GEA 24 or resistor is from the
temperature of the fuel quantity
calibration, the larger the error. The
lower the operating resistance of the
fuel sending unit, the larger the error.
The largest errors occur in installations
with fuel sending units having an
operational range less than 100 ohms.
The Garmin GI 275 MFDs installed
under STC No. SA02658SE, when
interfaced with the Garmin GEA 24 for
display of the fuel quantity, is also
subject to this unsafe condition.
The displayed fuel quantity can have
an error as much as four gallons/fuel
tank with the display indicating four
gallons with an empty tank. In the
NPRM, the FAA proposed to require
modifying the resistive fuel probe
interface. The FAA is issuing this AD to
prevent fuel starvation and engine
shutdown, which could result in the
inability to arrive at the destination
airport or a suitable alternative airport.
Discussion of Final Airworthiness
Directive
Comments
The FAA received comments from
Garmin. The following presents the
comments received on the NPRM and
the FAA’s response to each comment.
Requests Regarding Background
Information
Garmin requested the FAA correct
certain information in the preamble. In
the NPRM, the FAA stated that use of
the 1K resistor causes a GEA error when
the resistor temperature changes.
According to Garmin, using the 1K
resistor causes a GEA error when the
GEA 24 temperature changes. Garmin
further noted that 1k resistors are
installed near the GEA 24 plug and are
exposed to the same ambient
temperatures.
The FAA agrees with correcting the
preamble and has changed this final
rule to clarify that a GEA error results
from the GEA 24 being subjected to
significantly hotter or colder
temperatures than the temperature at
which the fuel gauges were calibrated
during installation. The FAA disagrees
with the requested changes regarding
the location of the resistors. The
commenter’s request is not supported by
the information in the installation
manual, which does not require the
resistor to be installed near the GEA 24.
Garmin also requested that the FAA
remove the exact error amount (i.e., four
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Agencies
[Federal Register Volume 87, Number 30 (Monday, February 14, 2022)]
[Rules and Regulations]
[Pages 8152-8158]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-03144]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0095; Project Identifier AD-2022-00054-T;
Amendment 39-21947; AD 2022-04-05]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
The Boeing Company Model 757 airplanes and Model 767 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 approach,
landings, and go-arounds, as a result of this interference, certain
airplane systems may not properly function, resulting in increased
flightcrew workload while on approach with the flight director,
autothrottle, or autopilot engaged. The FAA is issuing this AD to
address 5G C-Band interference that could result in increased
flightcrew workload and could lead to reduced ability of the flightcrew
to maintain safe flight and landing of the airplane. This AD requires
revising the limitations and operating procedures sections of the
existing airplane flight manual (AFM) to incorporate specific operating
procedures for landing distance calculations, instrument landing system
(ILS) approaches, non-precision approaches, speedbrake deployment,
[[Page 8153]]
and go-around and missed approaches, 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 February 14, 2022.
The FAA must receive comments on this AD by March 31, 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-2022-0095; 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: For Model 757 airplanes, contact
Jeffrey Palmer, Aerospace Engineer, Systems and Equipment Section, FAA,
Los Angeles ACO Branch, 3960 Paramount Boulevard, Lakewood, CA 90712-
4137; phone: 562-627-5351; email: [email protected]. For Model
767 airplanes, 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 aircraft systems that rely
on radio altimeter inputs. Boeing issued Boeing Multi Operator Message
MOM-MOM-22-0022-01B(R2), dated February 1, 2022; Boeing Flight Crew
Operations Manual Bulletin TBC-67 R1, ``Radio Altimeter Anomalies due
to 5G C-Band Wireless Broadband Interference in the United States,''
dated February 1, 2022; Boeing Flight Crew Operations Manual Bulletin
TBCC-72 R1, ``Radio Altimeter Anomalies due to 5G C-Band Wireless
Broadband Interference in the United States,'' dated February 1, 2022;
Boeing Flight Crew Operations Manual Bulletin TBC-86 R1, ``Radio
Altimeter Anomalies due to 5G C-Band Wireless Broadband Interference in
the United States,'' dated February 1, 2022; and Boeing Flight Crew
Operations Manual Bulletin TBC4-33 R1, ``Radio Altimeter Anomalies due
to 5G C-Band Wireless Broadband Interference in the United States,''
dated February 1, 2022; for Model 757 and 767 airplanes.
Based on Boeing's data, the FAA identified an additional hazard
presented by 5G C-Band interference on The Boeing Company Model 757 and
767 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; flight controls; flight instruments; traffic alert
and collision avoidance system (TCAS); ground proximity warning system
(GPWS); and configuration warnings.
In the event of 5G C-Band interference, landing performance and
flightcrew workload can be adversely impacted. This may have multiple
effects, including:
Autopilot Flight Director System: NO AUTOLAND Autopilot
Status Annunciation may be shown; autopilot may not engage; autopilot
disconnect may occur when LAND 2 or LAND 3 status is shown; the flight
directors may provide erroneous guidance during ILS approaches;
autoland runway alignment may not occur or may activate earlier or
later than expected; autoland flare may not occur, however, FLARE mode
can be erroneously annunciated on the FMA (flight mode annunciation);
or go-around mode may not be available.
Autothrottle System: Autothrottle can remain in SPD
(speed) mode and may advance to maintain speed during flare instead of
reducing the thrust to
[[Page 8154]]
IDLE; or autothrottle may retard to idle prematurely in the flare.
Flight Controls: Automatic speedbrake deployment may not
occur after touchdown (for Model 757 and 767 models with Yaw Damper
Stabilizer Trim module (YSM)); or SPEEDBRAKES EXT Caution message may
not be available.
Flight Instruments: The RA (radio altimeter) indication
may not be shown; the RADIO minimums indications (flashing or turning
amber) may not be shown or may be erroneous; the rising runway symbol
may not be shown; the localizer deviation alert amber scale and
flashing pointer may not be shown (deviation indications are still
available); or the glideslope deviation alert amber scale and flashing
pointer may not be shown (deviation indications are still available).
TCAS: TCAS alerts may not be available (TCAS alerts that
do occur will be valid); or TCAS inhibits for resolution advisories may
be erroneous.
GPWS: GPWS alerts may not be available or may be erroneous
(although look-ahead terrain alerting remains available); radio
altimeter-based altitude and minimums aural callouts during approach
may not be available or erroneous; or windshear detection systems
(predictive and reactive) may be inoperative.
Configuration Warnings: Erroneous landing gear
configuration warning may occur.
Considerations for Dispatch: For Model 757 and 767
airplanes with YSM, adjust operational (time of arrival) landing
distance for manual speedbrakes. For airplanes without YSM, no impacts
on dispatch landing performance calculations.
Other simultaneous flight deck effects associated with the
5G C-Band interference could increase pilot workload.
These effects may cause erroneous indications and annunciations, as
well as conflicting information, being provided to the flightcrew
during a critical phase of flight. This could lead to reduced ability
of the flightcrew to maintain safe flight and landing of the airplane,
and is an unsafe condition.
To address this unsafe condition, this AD mandates procedures for
operators to incorporate specific operating procedures for landing
distance calculations, ILS approaches, non-precision approaches,
speedbrake deployment, and go-around and missed approaches, when in the
presence of 5G C-Band interference as identified by NOTAMs.
The FAA notes that for those airplanes equipped with YSM, the 5G
interference to the radio altimeter creates an error to the YSM which
causes the speedbrakes to not automatically deploy on landing; the
flightcrew must manually deploy the speedbrakes when this occurs.
Further, the additional landing distance calculation is required due to
the differences in manual deployment versus automatic deployment during
landing.
Finally, the FAA notes that AD 2021-23-12 remains in effect and
thus prohibits certain ILS approaches. Thus, this AD addresses
procedures applicable only to those ILS approaches not prohibited by AD
2021-23-12.
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 specific operating
procedures for landing distance calculations, ILS approaches, non-
precision approaches, speedbrake deployment, and go-around and missed
approaches, 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 the FAA determined that radio altimeters cannot be relied upon
to perform their intended function if they experience interference from
wireless broadband operations in the 5G C-Band, and a determination
that, during approach, landings, and go-arounds, as a result of this
interference, certain airplane systems may not properly function,
resulting in increased flightcrew workload while on approach with the
flight director, autothrottle, or autopilot engaged. This increased
flightcrew workload could lead to reduced ability of the flightcrew to
maintain safe flight and landing of the airplane. The urgency is based
on the hazard presented by 5G C-Band interference, and on C-Band
wireless broadband deployment, which began in phases with operations 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-2022-0095 and Project Identifier AD-
2022-00054-T at the beginning of your comments. The most helpful
comments reference a specific portion of the final rule, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
this final rule because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
https://www.regulations.gov, including any
[[Page 8155]]
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 for Model 757 airplanes
should be sent to Jeffrey Palmer, Aerospace Engineer, Systems and
Equipment Section, FAA, Los Angeles ACO Branch, 3960 Paramount
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5351; email:
[email protected]. Submissions containing CBI for Model 767
airplanes 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 1,138 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
AFM revision.......................... 1 work-hour x $85 per $0 $85 $96,730
hour = $85.
----------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and 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:
2022-04-05 The Boeing Company: Amendment 39-21947; Docket No. FAA-
2022-0095; Project Identifier AD-2022-00054-T.
(a) Effective Date
This airworthiness directive (AD) is effective February 14,
2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all The Boeing Company airplanes identified
in paragraphs (c)(1) and (2) of this AD, certificated in any
category.
(1) Model 757-200, -200PF, -200CB, and -300 series airplanes.
(2) Model 767-200, -300, -300F, -400ER, and -2C series
airplanes.
(d) Subject
Air Transport Association (ATA) of America Code 34, Navigation.
(e) Unsafe Condition
This AD was prompted by a determination that radio altimeters
cannot be relied upon to perform their intended function if they
experience interference from wireless broadband operations in the
3.7-3.98 GHz frequency band (5G C-Band), and a determination that,
during approach, landings, and go-arounds, as a result of this
interference, certain airplane systems may not properly function,
resulting in increased flightcrew workload while on approach with
the flight director, autothrottle, or autopilot engaged. The FAA is
issuing this AD to address 5G C-Band interference that could result
in increased flightcrew workload and could lead to reduced ability
of the flightcrew to maintain safe flight and landing of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) 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 1 to paragraph (g)(1) of
[[Page 8156]]
this AD. This may be done by inserting a copy of figure 1 to
paragraph (g)(1) of this AD into the Limitations Section of 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 2 to paragraph (g)(2) of this AD.
This may be done by inserting a copy of figure 2 to paragraph (g)(2)
of this AD into the Operating Procedures Section of the existing
AFM.
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Note 1 to paragraph (g)(2): Guidance for accomplishing the
actions required by paragraph (g)(2) of this AD can be found in
Boeing Multi Operator Message MOM-MOM-22-0022-01B(R2), dated
February 1, 2022; Boeing Flight Crew Operations Manual Bulletin TBC-
67 R1, ``Radio Altimeter Anomalies due to 5G C-Band Wireless
Broadband Interference in the United States,'' dated February 1,
2022; Boeing Flight Crew Operations Manual Bulletin TBCC-72 R1,
``Radio Altimeter Anomalies due to 5G C-Band Wireless Broadband
Interference in the United States,'' dated February 1, 2022; Boeing
Flight Crew Operations Manual Bulletin TBC-86 R1, ``Radio Altimeter
Anomalies due to 5G C-Band Wireless Broadband Interference in the
United States,'' dated February 1, 2022; and Boeing Flight Crew
Operations Manual Bulletin TBC4-33 R1, ``Radio Altimeter Anomalies
due to 5G C-Band Wireless Broadband Interference in the United
States,'' dated February 1, 2022.
(h) Alternative Methods of Compliance (AMOCs)
(1) For Model 757 airplanes: The Manager, Los Angeles ACO
Branch, FAA, has the authority to approve AMOCs for this AD, if
requested using the procedures found in 14 CFR 39.19. In accordance
with 14 CFR 39.19, send your request to your principal inspector or
responsible Flight Standards Office, as appropriate. If sending
information directly to the manager of the certification office,
send it to the attention of the person identified in paragraph
(i)(1) of this AD. Information may be emailed to: [email protected]. For Model 767 airplanes: The Manager, Seattle ACO
Branch, FAA, has the authority to approve AMOCs for this AD, if
requested using the procedures found in 14 CFR 39.19. In accordance
with 14 CFR 39.19, send your request to your principal inspector or
responsible Flight Standards Office, as appropriate. If sending
information directly to the manager of the certification office,
send it to the attention of the person identified in paragraph
(i)(2) of this AD. Information may be emailed to: [email protected].
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the responsible Flight Standards Office.
(3) AMOCs approved for AD 2021-23-12, Amendment 39-21810 (86 FR
69984, December 9, 2021) providing relief for specific radio
altimeter installations are approved as AMOCs for the provisions of
this AD.
(i) Related Information
(1) For more information about this AD for Model 757 airplanes,
contact Jeffrey W. Palmer, Aerospace Engineer, Systems and Equipment
Section, FAA, Los Angeles ACO Branch, 3960 Paramount Boulevard,
Lakewood, CA 90712-4137; phone: 562-627-5351; email:
[email protected].
(2) For more information about this AD for Model 767 airplanes,
contact Dean Thompson, Senior Aerospace Engineer, Systems and
Equipment Section, FAA, Seattle ACO Branch, 2200 South 216th St.,
[[Page 8158]]
Des Moines, WA 98198; phone and fax: 206-231-3165; email:
[email protected].
(3) For service information identified in this AD that is not
incorporated by reference, contact Boeing Commercial Airplanes,
Attention: Contractual & Data Services (C&DS), 2600 Westminster
Blvd., MC 110 SK57, Seal Beach, CA 90740-5600; telephone 562-797-
1717; internet https://www.myboeingfleet.com.
(j) Material Incorporated by Reference
None.
Issued on February 7, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2022-03144 Filed 2-10-22; 11:15 am]
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