4150 Federal Register / Vol. 87, No. 18 / Thursday, January 27, 2022 / Rules and Regulations 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 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: 

2021–26–27 Airbus Canada Limited 

Partnership (Type Certificate Previously 

Held by C Series Aircraft Limited 

Partnership (CSALP); Bombardier, Inc.): 

Amendment 39–21886; Docket No. 

FAA–2021–0615; Project Identifier 

MCAI–2021–00177–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 3, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Airbus Canada Limited 

Partnership (type certificate previously held 

by C Series Aircraft Limited Partnership 

(CSALP); Bombardier, Inc.) Model BD–500– 

1A10 and BD–500–1A11 airplanes, 

certificated in any category, as identified in 

Transport Canada Civil Aviation (TCCA) AD 

CF–2021–03, issued February 11, 2021 

(TCCA AD CF–2021–03). 

(d) Subject 

Air Transport Association (ATA) of 

America Code 25, Equipment/Furnishings. 

(e) Reason 

This AD was prompted by a report 

indicating that during production, the 

manual opening and closing of the over-wing 

emergency exit door (OWEED) prior to the 

installation of the OWEED interior panel 

could have resulted in damaged insulation 

blankets below the left and right OWEEDs. 

The FAA is issuing this AD to address this 

condition, which could result in delayed 

passenger evacuation in the event of postcrash/post-impact fire events outside the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Requirements 

Except as specified in paragraph (h) of this 

AD: Comply with all required actions and 

compliance times specified in, and in 

accordance with, TCCA AD CF–2021–03. 

(h) Exceptions to TCCA AD CF–2021–03 

(1) Where TCCA AD CF–2021–03 refers to 

its effective date, this AD requires using the 

effective date of this AD. 

(2) Where TCCA AD CF–2021–03 specifies 

replacement of damaged blankets, this AD 

requires replacement before further flight 

after damage is detected. 

(3) Where TCCA AD CF–2021–03 refers to 

‘‘hours air time,’’ this AD requires using 

flight hours. 

(i) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York ACO 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the certification office, 

send it to ATTN: Program Manager, 

Continuing Operational Safety, FAA, New 

York ACO Branch, 1600 Stewart Avenue, 

Suite 410, Westbury, NY 11590; telephone 

516–228–7300; fax 516–794–5531. Before 

using any approved AMOC, notify your 

appropriate principal inspector, or lacking a 

principal inspector, the manager of the local 

flight standards district office/certificate 

holding district office. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain instructions 

from a manufacturer, the instructions must 

be accomplished using a method approved 

by the Manager, New York ACO Branch, 

FAA; or TCCA; or Airbus Canada’s TCCA 

Design Approval Organization (DAO). If 

approved by the DAO, the approval must 

include the DAO-authorized signature. 

(j) Related Information 

For more information about this AD, 

contact Elizabeth Dowling, Aerospace 

Engineer, Mechanical Systems and 

Administrative Services Section, FAA, New 

York ACO Branch, 1600 Stewart Avenue, 

Suite 410, Westbury, NY 11590; telephone 

516–228–7300; fax 516–794–5531; email 9- 

avs-nyaco-cos@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) Transport Canada Civil Aviation (TCCA) 

AD CF–2021–03, issued February 11, 2021. 

(ii) [Reserved] 

(3) For TCCA AD CF–2021–03, contact 

Transport Canada National Aircraft 

Certification, 159 Cleopatra Drive, Nepean, 

Ontario K1A 0N5, Canada; telephone 888– 

663–3639; email AD-CN@tc.gc.ca; internet 

https://tc.canada.ca/en/aviation. 

(4) You may view this material at the FAA, 

Airworthiness Products Section, Operational 

Safety Branch, 2200 South 216th St., Des 

Moines, WA. For information on the 

availability of this material at the FAA, call 

206–231–3195. 

(5) You may view this material that is 

incorporated by reference at the National 

Archives and Records Administration 

(NARA). For information on the availability 

of this material at NARA, email 

fr.inspection@nara.gov, or go to: https://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued on December 17, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–01567 Filed 1–26–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0012; Project 

Identifier AD–2022–00057–T; Amendment 

39–21922; AD 2022–03–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 747–8F and 

747–8 series airplanes and Model 777 

airplanes. This AD was prompted by a 

determination that radio altimeters 

cannot be relied upon to perform their 

intended function if they experience 

interference from wireless broadband 

operations in the 3.7–3.98 GHz 

frequency band (5G C-Band), and a 

recent determination that this 

interference may affect multiple 

airplane systems using radio altimeter 

data, including the pitch control laws, 

including those that provide tail strike 

protection, regardless of the approach 

type or weather. This AD requires 

revising the limitations section of the 

existing airplane flight manual (AFM) to 

incorporate limitations prohibiting 

dispatching or releasing to airports, and 

approaches or landings on runways, 

when in the presence of 5G C-Band 

interference as identified by Notices to 

Air Missions (NOTAMs). The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective January 27, 

2022. 


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Federal Register / Vol. 87, No. 18 / Thursday, January 27, 2022 / Rules and Regulations 4151 

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.’’ 

The FAA must receive comments on 

this AD by March 14, 2022. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

https://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0012; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, any comments received, and 

other information. The street address for 

the Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: 

Dean Thompson, Senior Aerospace 

Engineer, Systems and Equipment 

Section, FAA, Seattle ACO Branch, 2200 

South 216th St., Des Moines, WA 98198; 

phone and fax: 206–231–3165; email: 

dean.r.thompson@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

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. 

The FAA issued AD 2021–23–12, 

Amendment 39–21810 (86 FR 69984, 

December 9, 2021) (AD 2021–23–12) to 

address the effect of 5G C-Band 

interference on all transport and 

commuter category airplanes equipped 

with a radio (also known as radar) 

altimeter. AD 2021–23–12 requires 

revising the limitations section of the 

existing AFM to incorporate limitations 

prohibiting certain operations, which 

require radio altimeter data to land in 

low visibility conditions, when in the 

presence of 5G C-Band interference as 

identified by NOTAM. The FAA issued 

AD 2021–23–12 because radio altimeter 

anomalies that are undetected by the 

automation or pilot, particularly close to 

the ground (e.g., landing flare), could 

lead to loss of continued safe flight and 

landing. 

Since the FAA issued AD 2021–23– 

12, Boeing has continued to evaluate 

potential 5G C-band interference on 

aircraft systems that rely on radio 

altimeter inputs. As a result of this 

ongoing evaluation, Boeing issued 

Boeing Multi Operator Messages MOM– 

MOM–22–0024–01B(R2), dated January 

18, 2022, and MOM–MOM–22–0039– 

01B(R1), dated January 18, 2022, for 

Boeing Model 777 airplanes and Model 

747–8F and 747–8 series airplanes, 

respectively. 

Based on Boeing’s data, the FAA 

identified an additional hazard 

presented by 5G C-band interference on 

The Boeing Company Model 747–8F 

and 747–8 series airplanes and Model 

777 airplanes. The FAA determined that 

anomalies due to 5G C-Band 

interference may affect multiple 

airplane systems using radio altimeter 

data, including the pitch control laws, 

including control laws that provide tail 

strike protection, regardless of the 

approach type or weather. These 

anomalies may not be evident until very 

low altitudes. Due to 5G C-Band 

interference, missing or erroneous radio 

altimeter data used by the flight control 

system may result in uncommanded, 

inappropriate pitch inputs, adversely 

affecting controllability. This 

interference could also cause multiple 

erroneous flight deck effects, including 

misleading flight director information 

and erroneous autothrottle behavior and 

Flight Mode Annunciations. These 

flight deck effects, when combined with 

the effects of the uncommanded, 

inappropriate pitch inputs, could affect 

the flightcrew’s ability to accomplish 

continued safe flight and landing. Other 

systems that could be impacted by this 

missing or erroneous data, and 

contribute to this hazard, include, but 

are not limited to: Autopilot flight 

director system; autothrottle system; 

engines; flight controls; flight 

instruments; traffic alert and collision 

avoidance system (TCAS); ground 

proximity warning system (GPWS); and 

configuration warnings. 

In sum, 5G C-Band interference, 

which may result in missing or 

erroneous radio altimeter data provided 

to the airplane’s flight control 

computers where pitch control and 

other laws reside, in combination with 

multiple flight deck effects, could result 

in uncommanded, inappropriate pitch 

inputs, which are especially hazardous 

at low altitudes, and loss of continued 

safe flight and landing. This is an unsafe 

condition. 

This AD requires revising the 

limitations section of the existing AFM 

to incorporate limitations prohibiting 

dispatching or releasing to airports, and 

approaches or landings on runways, 

when in the presence of 5G C-Band 

interference as identified by NOTAMs. 

The FAA is issuing this AD to address 

the unsafe condition on these products. 

FAA’s Determination 

The FAA is issuing this AD because 

the agency has determined the unsafe 

condition described previously is likely 

to exist or develop in other products of 

the same type design. 

AD Requirements 

This AD requires revising the 

limitations section of the existing AFM 

to incorporate limitations prohibiting 

dispatching or releasing to airports, and 

approaches or landings on runways, 


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4152 Federal Register / Vol. 87, No. 18 / Thursday, January 27, 2022 / Rules and Regulations 

when in the presence of 5G C-Band 

interference as identified by NOTAMs. 

Compliance With AFM Revisions 

Section 91.9 prohibits any person 

from operating a civil aircraft without 

complying with the operating 

limitations specified in the AFM. FAA 

regulations also require operators to 

furnish pilots with any changes to the 

AFM (14 CFR 121.137) and pilots in 

command to be familiar with the AFM 

(14 CFR 91.505). 

Interim Action 

The FAA considers this AD to be an 

interim action. If final action is later 

identified, the FAA might consider 

further rulemaking. 

Justification for Immediate Adoption 

and Determination of the Effective Date 

Section 553(b)(3)(B) of the 

Administrative Procedure Act (APA) (5 

U.S.C. 551 et seq.) authorizes agencies 

to dispense with notice and comment 

procedures for rules when the agency, 

for ‘‘good cause,’’ finds that those 

procedures are ‘‘impracticable, 

unnecessary, or contrary to the public 

interest.’’ Under this section, an agency, 

upon finding good cause, may issue a 

final rule without providing notice and 

seeking comment prior to issuance. 

Further, section 553(d) of the APA 

authorizes agencies to make rules 

effective in less than thirty days, upon 

a finding of good cause. 

An unsafe condition exists that 

requires the immediate adoption of this 

AD without providing an opportunity 

for public comments prior to adoption. 

The FAA has found that the risk to the 

flying public justifies forgoing notice 

and comment prior to adoption of this 

rule because missing or erroneous radio 

altimeter data provided (as a result of 

5G C-Band interference) to the 

airplane’s pitch control laws, in 

combination with multiple flight deck 

effects, could lead to uncommanded, 

inappropriate pitch inputs, and the loss 

of continued safe flight and landing. 

The urgency is based on the hazard 

presented by such pitch inputs 

occurring at low altitudes, and on CBand wireless broadband deployment, 

which is expected to occur in phases 

with operations beginning as soon as 

January 19, 2022. Accordingly, notice 

and opportunity for prior public 

comment are impracticable and contrary 

to the public interest pursuant to 5 

U.S.C. 553(b)(3)(B). 

In addition, the FAA finds that good 

cause exists pursuant to 5 U.S.C. 553(d) 

for making this amendment effective in 

less than 30 days, for the same reasons 

the FAA found good cause to forgo 

notice and comment. 

Comments Invited 

The FAA invites you to send any 

written data, views, or arguments about 

this final rule. Send your comments to 

an address listed under ADDRESSES. 

Include Docket No. FAA–2022–0012 

and Project Identifier AD–2022–00057– 

T at the beginning of your comments. 

The most helpful comments reference a 

specific portion of the final rule, explain 

the reason for any recommended 

change, and include supporting data. 

The FAA will consider all comments 

received by the closing date and may 

amend this final rule because of those 

comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this final rule. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

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

from public disclosure. If your 

comments responsive to this AD contain 

commercial or financial information 

that is customarily treated as private, 

that you actually treat as private, and 

that is relevant or responsive to this AD, 

it is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and they 

will not be placed in the public docket 

of this AD. Submissions containing CBI 

should be sent to Dean Thompson, 

Senior Aerospace Engineer, Systems 

and Equipment Section, FAA, Seattle 

ACO Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 206– 

231–3165; email: dean.r.thompson@

faa.gov. Any commentary that the FAA 

receives that is not specifically 

designated as CBI will be placed in the 

public docket for this rulemaking. 

Regulatory Flexibility Act 

The requirements of the Regulatory 

Flexibility Act (RFA) do not apply when 

an agency finds good cause pursuant to 

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

prior notice and comment. Because the 

FAA has determined that it has good 

cause to adopt this rule without notice 

and comment, RFA analysis is not 

required. 

Costs of Compliance 

The FAA estimates that this AD 

affects 336 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

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 $28,560 

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 


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Federal Register / Vol. 87, No. 18 / Thursday, January 27, 2022 / Rules and Regulations 4153 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

and 

(2) Will not affect intrastate aviation 

in Alaska. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 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: 

2022–03–05 The Boeing Company: 

Amendment 39–21922 ; Docket No. 

FAA–2022–0012; Project Identifier AD– 

2022–00057–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective January 27, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

airplanes identified in paragraphs (c)(1) and 

(2) of this AD, certificated in any category. 

(1) Model 747–8F and 747–8 series 

airplanes. 

(2) Model 777–200, –200LR, –300, –300ER, 

and 777F series airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 34, Navigation. 

(e) Unsafe Condition 

This AD was prompted by a determination 

that radio altimeters cannot be relied upon to 

perform their intended function if they 

experience interference from wireless 

broadband operations in the 3.7–3.98 GHz 

frequency band (5G C-Band), and a 

determination that this interference may 

affect other airplane systems using radio 

altimeter data, including the pitch control 

laws, including those that provide tail strike 

protection, regardless of the approach type or 

weather. The FAA is issuing this AD to 

address missing or erroneous radio altimeter 

data, which, in combination with multiple 

flight deck effects, could lead to loss of 

continued safe flight and landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Airplane Flight Manual (AFM) Revision 

Within 2 days after the effective date of 

this AD: Revise the Limitations Section of the 

existing AFM to include the information 

specified in figure 1 to paragraph (g) of this 

AD. This may be done by inserting a copy of 

figure 1 to paragraph (g) of this AD into the 

existing AFM. 

Note 1 to paragraph (g): Additional 

information about the unsafe condition 

identified in this AD can be found in Boeing 

Multi Operator Messages MOM–MOM–22– 

0024–01B(R2), dated January 18, 2022, and 

MOM–MOM–22–0039–01B(R1), dated 

January 18, 2022, for Boeing Model 777 

airplanes and Model 747–8F and 747–8 

series airplanes, respectively. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle ACO Branch, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. In accordance with 

14 CFR 39.19, send your request to your 

principal inspector or responsible Flight 

Standards Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

the person identified in paragraph (i)(1) of 

this AD. Information may be emailed to: 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. 

(i) Related Information 

(1) For more information about this AD, 

contact Dean Thompson, Senior Aerospace 

Engineer, Systems and Equipment Section, 

FAA, Seattle ACO Branch, 2200 South 216th 

St., Des Moines, WA 98198; phone and fax: 

206–231–3165; email: 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. 

(j) Material Incorporated by Reference 

None. 

Issued on January 20, 2022. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–01695 Filed 1–25–22; 11:15 am] 

BILLING CODE 4910–13–P 


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Figure 1 to paragraph (g) -AFM Limitations Revision 

(Required by AD 2022-03-05) 

Approaches and Landings in the Presence of Radio Altimeter SG C-Band 

Interference 

Dispatching or releasing to airports, and approaches or landings on runways, in U.S. 

airspace in the presence of 5G C-Band wireless broadband interference as identified by 

NOTAM is prohibited (NOTAMs will be issued to state the specific airports or 

approaches where the radio altimeter is unreliable due to the presence of 5G C-Band 

wireless broadband interference).