2692 Federal Register / Vol. 87, No. 12 / Wednesday, January 19, 2022 / Rules and Regulations 

1The FCC’s rules did not make C-Band wireless 

broadband available in Alaska, Hawaii, and the U.S. 

Territories. 

2The 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.’’ 

List of Subjects in 14 CFR Part 29 

Aircraft, Aviation safety, Reporting, 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(f), 106(g), 40113, 

44701–44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for the Bell Textron 

Inc. Model 525 helicopter. Unless 

otherwise stated, the following special 

conditions will be used in lieu of 

§ 29.671(c). 

The rotorcraft must be shown by 

analysis and tests, to be capable of 

continued safe flight and landing after 

any of the following failures or jamming 

in the flight control system for any 

speed or altitude within the approved 

operating limitations, without requiring 

exceptional piloting skill or strength. 

Reasonably probable failures must have 

only minor effects. 

(1) Any failure, excluding a jam as 

listed in paragraph (3). 

(2) Any combination of failures not 

shown to be extremely improbable, 

excluding a jam as listed in paragraph 

(3). 

(3) Any jam in a control position 

encountered during any flight 

condition, including transitions, within 

the approved operating limitations, 

unless the jam is shown to be extremely 

improbable, or can be alleviated. 

Issued in Kansas City, Missouri, on January 

12, 2022. 

Patrick Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2022–00862 Filed 1–18–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0004; Project 

Identifier AD–2022–00036–T; Amendment 

39–21913; AD 2022–02–16] 

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 787–8, 787–9, 

and 787–10 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 

landings, as a result of this interference, 

certain airplane systems may not 

properly transition from AIR to 

GROUND mode when landing on 

certain runways, resulting in degraded 

deceleration performance and longer 

landing distance than normal due to the 

effect on thrust reverser deployment, 

speedbrake deployment, and increased 

idle thrust. This AD requires revising 

the limitations and operating 

procedures sections of the existing 

airplane flight manual (AFM) to 

incorporate limitations prohibiting 

certain landings and the use of certain 

minimum equipment list (MEL) items, 

and to incorporate operating procedures 

for calculating 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 19, 

2022. 

The FAA must receive comments on 

this AD by March 7, 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–2022–0004; 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 is 

permitted to occur in phases with the 

opportunity for operations in the lower 

0.1 GHz of the band (3.7–3.8 GHz) in 

certain markets as early as January 19, 

2022. This AD refers to ‘‘5G C-Band’’ 

interference, but wireless broadband 

technologies, other than 5G, may use the 

same frequency band.2 These other uses 

of the same frequency band are within 

the scope of this AD since they would 

introduce the same risk of radio 

altimeter interference as 5G C-Band. 

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. 


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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 issued Boeing Multi Operator 

Message MOM–MOM–22–0001–01B, 

dated January 3, 2022, and Boeing Flight 

Crew Operations Manual Bulletin TBC– 

119, ‘‘Radio Altimeter Anomalies due to 

5G C-Band Wireless Broadband 

Interference in the United States,’’ dated 

January 5, 2022. 

Based on Boeing’s data, the FAA 

identified an additional hazard 

presented by 5G C-Band interference on 

The Boeing Company Model 787–8, 

787–9, and 787–10 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. 

Many of an airplane’s systems and 

functions are divided into two modes: 

Those that operate when an airplane is 

flying (AIR), and those that operate 

when an airplane is on the ground 

(GROUND). During landing, this 

interference could prevent an airplane’s 

systems and functions from properly 

transitioning from AIR to GROUND 

mode, which 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 25 feet 

radio altitude (RA) or may reduce thrust 

to IDLE prematurely. 

• Thrust reversers may not deploy 

above 65 knots during the landing roll. 

• Engines may remain at approach 

idle after touchdown until 65 knots 

during the landing roll. 

• Auto Speedbrake may be 

inoperative during the landing roll. 

• SPEEDBRAKE EXTENDED Caution 

message may not be available 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 touchdown 

until 65 knots during the landing roll. 

• 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 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, increased landing 

distance, and runway excursion. This is 

an unsafe condition. 

The severity of the hazard created by 

a lack of thrust reverser and 

speedbrakes, 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 

landing distance, for all runway 

conditions, in the presence of 5G CBand interference as identified by 

NOTAM. It prohibits operators from 

dispatching or releasing airplanes to 

affected airports when certain braking 

and anti-skid functions on the airplane 

are inoperable. It also prohibits 

operators from dispatching or releasing 

airplanes to, 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 

certain landings and the use of certain 

MEL items, and to incorporate operating 

procedures for calculating required 

landing field lengths, 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 landings, as a 

result of 5G C-Band interference, certain 

airplane systems may not properly 

transition from AIR to GROUND mode 

when landing on certain runways, 

resulting in degraded deceleration 

performance and a longer landing 

distance than normal due to the effect 

on thrust reverser deployment, 

speedbrake deployment, and increased 

idle thrust. This could lead to a runway 

excursion. The urgency is based on CBand wireless broadband deployment, 

which is expected to occur in phases 

with operations beginning as soon as 

January 19, 2022. Accordingly, notice 

and opportunity for prior public 

comment are impracticable and contrary 


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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–2022–0004 

and Project Identifier AD–2022–00036– 

T at the beginning of your comments. 

The most helpful comments reference a 

specific portion of the final rule, explain 

the reason for any recommended 

change, and include supporting data. 

The FAA will consider all comments 

received by the closing date and may 

amend this final rule because of those 

comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this final rule. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this AD contain 

commercial or financial information 

that is customarily treated as private, 

that you actually treat as private, and 

that is relevant or responsive to this AD, 

it is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and they 

will not be placed in the public docket 

of this AD. Submissions containing CBI 

should be sent to Dean Thompson, 

Senior Aerospace Engineer, Systems 

and Equipment Section, FAA, Seattle 

ACO Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 206– 

231–3165; email: dean.r.thompson@

faa.gov. Any commentary that the FAA 

receives that is not specifically 

designated as CBI will be placed in the 

public docket for this rulemaking. 

Regulatory Flexibility Act 

The requirements of the Regulatory 

Flexibility Act (RFA) do not apply when 

an agency finds good cause pursuant to 

5 U.S.C. 553 to adopt a rule without 

prior notice and comment. Because the 

FAA has determined that it has good 

cause to adopt this rule without notice 

and comment, RFA analysis is not 

required. 

Costs of Compliance 

The FAA estimates that this AD 

affects 137 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

AFM revision .......................... 1 work-hour × $85 per hour = $85 ......................................... $0 $85 $11,645 

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 

■ 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: 

2022–02–16 The Boeing Company: 

Amendment 39–21913; Docket No. 

FAA–2022–0004; Project Identifier AD– 

2022–00036–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective January 19, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 787–8, 787–9, and 787–10 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 landings, as a 

result of this interference, certain airplane 

systems may not properly transition from 


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AIR to GROUND mode when landing on 

certain runways, resulting in a longer landing 

distance than normal due to the effect on 

thrust reverser deployment, speedbrake 

deployment, and increased idle thrust. The 

FAA is issuing this AD to address degraded 

deceleration performance and longer landing 

distance, 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. 

(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–22–0001–01B, dated 

January 3, 2022, and Boeing Flight Crew 

Operations Manual Bulletin TBC–119, 

‘‘Radio Altimeter Anomalies due to 5G CBand Wireless Broadband Interference in the 

United States,’’ dated January 5, 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: 9- 

ANM-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. 

(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: 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. 

Issued on January 13, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–01030 Filed 1–14–22; 2:00 pm] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0793; Project 

Identifier MCAI–2021–00372–E; Amendment 

39–21885; AD 2021–26–26] 

RIN 2120–AA64 

Airworthiness Directives; Safran 

Helicopter Engines, S.A. (Type 

Certificate Previously Held by 

Turbomeca S.A.) Turboshaft Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2005–12– 

08 for certain Safran Helicopter Engines, 

S.A. (Safran Helicopter Engines) Arrius 

2B1, 2B1A, 2B1A–1, and 2B2 model 

turboshaft engines. AD 2005–12–08 

required replacing the software in the 

engine electronic control unit (EECU). 

This AD was prompted by a report of 

simultaneous loss of automatic control 

on both engines installed on an Airbus 

Helicopters Deutschland (formerly 

Eurocopter Deutschland) EC135 

helicopter during flight. This AD 

requires replacement of the EECU or 

upgrade of the EECU software for 

engines with a certain EECU part 

number (P/N) installed. This AD also 

prohibits installation of an affected 

EECU onto any engine. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective February 23, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 23, 2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of June 29, 2005 (70 FR 

34334, June 14, 2005). 

ADDRESSES: For service information 

identified in this final rule, contact 

Safran Helicopter Engines, S.A., Avenue 

du 1er Mai, 40220 Tarnos, France; 

phone: +33 (0) 5 59 74 45 00. You may 

view this service information at the 

Airworthiness Products Section, 


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