This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

4787 

Vol. 87, No. 20 

Monday, January 31, 2022 

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.’’ 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0017; Project 

Identifier AD–2022–00058–T; Amendment 

39–21937; AD 2022–03–20] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 737–8, 737–9, 

and 737–8200 airplanes. This AD was 

prompted by a determination that radio 

altimeters cannot be relied upon to 

perform their intended function if they 

experience interference from wireless 

broadband operations in the 3.7–3.98 

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

recent determination that, during 

takeoffs and landings, as a result of this 

interference, certain airplane systems 

may not properly function, resulting in 

longer than normal landing or rejected 

takeoff distances due to the effect on 

thrust reverser deployment, spoilers, 

speedbrake deployment, and increased 

idle thrust, regardless of the approach 

type or weather. This AD requires 

revising the limitations and operating 

procedures sections of the existing 

airplane flight manual (AFM) to 

incorporate limitations prohibiting the 

use of certain minimum equipment list 

(MEL) items, and to incorporate 

operating procedures for calculating 

takeoff and landing distances, when in 

the presence of 5G C-Band interference 

as identified by Notices to Air Missions 

(NOTAMs). The FAA is issuing this AD 

to address the unsafe condition on these 

products. 

DATES: This AD is effective January 31, 

2022. 

The FAA must receive comments on 

this AD by March 17, 2022. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0017; or in person at Docket 

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

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, any comments received, and 

other information. The street address for 

the Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: 

Dean Thompson, Senior Aerospace 

Engineer, Systems and Equipment 

Section, FAA, Seattle ACO Branch, 2200 

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

phone and fax: 206–231–3165; email: 

dean.r.thompson@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

In March 2020, the United States 

Federal Communications Commission 

(FCC) adopted final rules authorizing 

flexible use of the 3.7–3.98 GHz band 

for next generation services, including 

5G and other advanced spectrum-based 

services.1 Pursuant to these rules, CBand wireless broadband deployment 

was permitted to occur in phases with 

the opportunity for operations in the 

lower 0.1 GHz of the band (3.7–3.8 GHz) 

in certain markets beginning on January 

19, 2022. This AD refers to ‘‘5G C-Band’’ 

interference, but wireless broadband 

technologies, other than 5G, may use the 

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 


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4788 Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 

aircraft systems that rely on radio 

altimeter inputs. Boeing issued Boeing 

Multi Operator Message MOM–MOM– 

22–0016–01B(R1), dated January 16, 

2022, and Boeing Flight Crew 

Operations Manual Bulletin TBC–26, 

‘‘Radio Altimeter Anomalies due to 5G 

C-Band Wireless Broadband Interference 

in the United States,’’ dated January 17, 

2022. 

Based on Boeing’s data, the FAA 

identified an additional hazard 

presented by 5G C-Band interference on 

The Boeing Company 737–8, 737–9, and 

737–8200 airplanes. The FAA 

determined anomalies due to 5G C-Band 

interference may affect multiple other 

airplane systems using radio altimeter 

data, regardless of the approach type or 

weather. These anomalies may not be 

evident until very low altitudes. 

Impacted systems include, but are not 

limited to: Autopilot flight director 

system; autothrottle system; engines; 

thrust reversers; flight controls; flight 

instruments; traffic alert and collision 

avoidance system (TCAS); ground 

proximity warning system (GPWS); and 

configuration warnings. 

As a result of erroneous radio 

altimeter data provided to these systems 

in the event of 5G C-Band interference, 

takeoff and landing performance can be 

adversely impacted. This may have 

multiple effects, including: 

• Autothrottle may remain in speed 

(SPD) mode and may increase thrust to 

maintain speed during flare instead of 

reducing the thrust to IDLE at 27 feet 

radio altitude (RA) or may reduce thrust 

to IDLE prematurely. 

• Thrust reversers may not deploy 

during rejected takeoff or landing roll. 

• Engines may be at higher idle 

during rejected takeoff or remain at 

approach idle after touchdown. 

• Automatic speedbrake may not 

deploy after touchdown during the 

landing roll. 

• SPEEDBRAKE EXTENDED light 

may not be available or may illuminate 

erroneously during the landing roll. 

• SPEEDBRAKE time critical visual 

and aural warnings may not be available 

during the landing roll. 

• Spoilers may be limited to their 

maximum in-flight position during 

manual deployment after rejected 

takeoff or touchdown during the landing 

roll. 

• Landing Attitude Modifier may be 

erroneous. 

• Other simultaneous flight deck 

effects associated with the 5G C-Band 

interference could increase pilot 

workload. 

As a result of these effects, lack of 

thrust reverser and speedbrake 

deployment, limited spoiler extension, 

and increased idle thrust may occur; 

and brakes may be the only means to 

slow the airplane. Therefore, the 

presence of 5G C-Band interference can 

result in degraded deceleration 

performance, subsequently resulting in 

longer than normal landing or rejected 

takeoff distances, which could lead to a 

runway excursion. This is an unsafe 

condition. 

The severity of the hazard created by 

a lack of thrust reverser and speedbrake 

deployment, limited spoiler extension, 

and by increased idle thrust, increases 

when the runway is contaminated with 

frozen or liquid precipitation. The FAA 

categorizes runway surface conditions 

with codes from 6 through 0, with 6 

being a dry runway and therefore no 

detrimental effect on braking, and a 

code of 0 denoting surface conditions, 

such as wet ice, in which braking may 

not be effective. 

This AD mandates procedures for 

operators to account for this longer than 

normal landing or rejected takeoff 

distances, for all runway conditions, in 

the presence of 5G C-Band interference 

as identified by NOTAM. It prohibits 

operators from dispatching or releasing 

airplanes to or from affected airports 

when certain braking and anti-skid 

functions on the airplane are inoperable. 

It also prohibits operators from dispatch 

or release to, or takeoff or landing on, 

runways with condition codes 1 and 0. 

The FAA is issuing this AD to address 

the unsafe condition on these products. 

FAA’s Determination 

The FAA is issuing this AD because 

the agency has determined the unsafe 

condition described previously is likely 

to exist or develop in other products of 

the same type design. 

AD Requirements 

This AD requires revising the 

limitations and operating procedures 

sections of the existing AFM to 

incorporate limitations prohibiting the 

use of certain MEL items, and to 

incorporate operating procedures for 

calculating takeoff and landing 

distances, when in the presence of 5G 

C-Band interference as identified by 

NOTAMs. 

Compliance With AFM Revisions 

Section 91.9 prohibits any person 

from operating a civil aircraft without 

complying with the operating 

limitations specified in the AFM. FAA 

regulations also require operators to 

furnish pilots with any changes to the 

AFM (14 CFR 121.137) and pilots in 

command to be familiar with the AFM 

(14 CFR 91.505). 

Interim Action 

The FAA considers this AD to be an 

interim action. If final action is later 

identified, the FAA might consider 

further rulemaking. 

Justification for Immediate Adoption 

and Determination of the Effective Date 

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

Administrative Procedure Act (APA) (5 

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

to dispense with notice and comment 

procedures for rules when the agency, 

for ‘‘good cause,’’ finds that those 

procedures are ‘‘impracticable, 

unnecessary, or contrary to the public 

interest.’’ Under this section, an agency, 

upon finding good cause, may issue a 

final rule without providing notice and 

seeking comment prior to issuance. 

Further, section 553(d) of the APA 

authorizes agencies to make rules 

effective in less than thirty days, upon 

a finding of good cause. 

An unsafe condition exists that 

requires the immediate adoption of this 

AD without providing an opportunity 

for public comments prior to adoption. 

The FAA has found that the risk to the 

flying public justifies forgoing notice 

and comment prior to adoption of this 

rule because during takeoffs and 

landings, as a result of 5G C-Band 

interference, certain airplane systems 

may not properly function, resulting in 

longer than normal landing or rejected 

takeoff distances due to the effect on 

thrust reverser deployment, spoilers, 

speedbrake deployment, and increased 

idle thrust, regardless of the approach 

type or weather. This could result in a 

runway excursion. The urgency is based 

on C-Band wireless broadband 

deployment, which was expected to 

occur in phases with operations 

beginning on January 19, 2022. 

Accordingly, notice and opportunity for 

prior public comment are impracticable 

and contrary to the public interest 

pursuant to 5 U.S.C. 553(b)(3)(B). 

In addition, the FAA finds that good 

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

for making this amendment effective in 

less than 30 days, for the same reasons 

the FAA found good cause to forgo 

notice and comment. 

Comments Invited 

The FAA invites you to send any 

written data, views, or arguments about 

this final rule. Send your comments to 

an address listed under ADDRESSES. 

Include Docket No. FAA–2022–0017 

and Project Identifier AD–2022–00058– 

T at the beginning of your comments. 

The most helpful comments reference a 

specific portion of the final rule, explain 

the reason for any recommended 


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Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 4789 

change, and include supporting data. 

The FAA will consider all comments 

received by the closing date and may 

amend this final rule because of those 

comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this final rule. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

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

from public disclosure. If your 

comments responsive to this AD contain 

commercial or financial information 

that is customarily treated as private, 

that you actually treat as private, and 

that is relevant or responsive to this AD, 

it is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and they 

will not be placed in the public docket 

of this AD. Submissions containing CBI 

should be sent to Dean Thompson, 

Senior Aerospace Engineer, Systems 

and Equipment Section, FAA, Seattle 

ACO Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 206– 

231–3165; email: dean.r.thompson@

faa.gov. Any commentary that the FAA 

receives that is not specifically 

designated as CBI will be placed in the 

public docket for this rulemaking. 

Regulatory Flexibility Act 

The requirements of the Regulatory 

Flexibility Act (RFA) do not apply when 

an agency finds good cause pursuant to 

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

prior notice and comment. Because the 

FAA has determined that it has good 

cause to adopt this rule without notice 

and comment, RFA analysis is not 

required. 

Costs of Compliance 

The FAA estimates that this AD 

affects 177 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

AFM revision ........ 1 work-hour × $85 per hour = $85 ........................................................... $0 $85 $15,045 

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: 

2022–03–20 The Boeing Company: 

Amendment 39–21937 ; Docket No. 

FAA–2022–0017; Project Identifier AD– 

2022–00058–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective January 31, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–8, 737–9, and 737–8200 

airplanes, certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 34, Navigation. 

(e) Unsafe Condition 

This AD was prompted by a determination 

that radio altimeters cannot be relied upon to 

perform their intended function if they 

experience interference from wireless 

broadband operations in the 3.7–3.98 GHz 

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

determination that, during takeoffs and 

landings, as a result of this interference, 

certain airplane systems may not properly 

function, resulting in longer than normal 

landing or rejected takeoff distances due to 

the effect on thrust reverser deployment, 

spoilers, speedbrake deployment, and 

increased idle thrust, regardless of the 

approach type or weather. The FAA is 

issuing this AD to address degraded 

deceleration performance, which could lead 

to a runway excursion. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Definitions 

Runway condition codes are defined in 

figure 1 to paragraph (g) of this AD. 


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4790 Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 

(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. 

BILLING CODE 4910–13–P 


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Figure 1 to paragraph (g) - Runway Condition Codes 

Runway Runway Condition Description Reported 

Condition Braking 

Code Action 

6 Dry Dry 

5 Wet ( smooth, grooved, or porous friction course (PFC)) or Good 

frost 

3 mm (0.12 inches) or less of: water, slush, dry snow, or wet 

snow 

4 Compacted snow at or below -15°C (5°F) outside air Good to 

temperature (OAT) medium 

3 Wet (slippery), dry snow, or wet snow (any depth) over Medium 

compacted snow 

Greater than 3 mm (0.12 inches) of: dry snow or wet snow 

Compacted snow at OAT warmer than -15°C (5°F) 

2 Greater than 3 mm (0.12 inches) of: water or slush Medium 

to poor 

1 Ice Poor 

0 Wet ice, water on top of compacted snow, dry snow, or wet Nil 

snow over ice 
Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 4791 

(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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Figure 2 to paragraph (h)(l)-AFM Limitations Revision 

(Required by AD 2022-03-20) 

Radio Altimeter SG C-Band Interference, Takeoff and Landing Performance 

The following limitations are required for dispatch or release to airports, and takeoff or 

landing on runways, in U.S. airspace in the presence of 5G C-Band wireless broadband 

interference as identified by NOTAM (NOTAMs will be issued to state the specific 

airports or approaches where the radio altimeter is unreliable due to the presence of 5G 

C-Band wireless broadband interference). 

Minimum Equipment List (MEL) 

Dispatch or release with any of the following MEL items is prohibited: 

• 32-42-01 -Antiskid Systems 

• 32-42-02-Altemate Antiskid Valves 

• 32-42-03 - Automatic Brake System 

• 32-44-01 - Parking Brake Valve 

Landing Operations on Runways with Condition Code 1 or 0 

Dispatch or release to, or takeoff or landing on, runways with a runway 

condition code of 1 or O is prohibited. 

Takeoff and Landing Performance 

Operators must use the 5G C-Band Interference Takeoff Performance and 

Landing Distance Calculations procedure contained in the Operating 

Procedures Section of this AFM. 
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Figure 3 to paragraph (h)(2) -AFM Operating Procedures Revision 

(Required by AD 2022-03-20) 

SG C-Band Interference Takeoff Performance and Landing Distance Calculations 

Dispatch Guidance - Takeoff Performance 

Stopping distance during a rejected takeoff {RTO) can be significantly increased due to 

the following potential effects on airplane systems: 

• Limited spoiler extension 

• Higher engine idle 

• Thrust reversers may not deploy 

For the increased stopping distance during an RTO, refer to the Departure Airport, 

Takeoff Performance section below. 

Dispatch Guidance - Destination or Alternate Airport - Landing Performance 

Calculate the required landing distance (select Method A or Method B). 

Method A: Use of normal landing performance increased by a predetermined 

percentage 

Use Prior to Descent, Required Landing Distance section below. 

Method B: Use of the Non-Normal Configuration Landing Distance table for 

SPOILERS 

Use the SPOILERS Non-Normal Configuration Landing Distance table in the 

Performance chapter of the AFM, or the applicable table below, for flaps 30 or flaps 40. 

• Use the distance for MAX MANUAL braking configurations with the appropriate 

runway condition at estimated time of arrival. 

• Apply all of the appropriate distance adjustments to include the reverse thrust 

adjustment for no reverse (NO REV). 

For runway condition codes 6 and 5, obtain the required landing distance by using the 

higher of: 

• The resulting unfactored distance increased by 15%, or 

• The normal dispatch calculations. 

For runway condition codes 4 and 3, increase the resulting unfactored distance by 15% 

to obtain the required landing distance. 

For runway condition code 2, increase the resulting unfactored distance by 30% to 

obtain the required landing distance. 

End of Method B 
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Departure Airport, Takeoff Performance 

Select Method 1 or 2 to adjust the accelerate stop distance available (ASDA). 

Note: Both methods provide an acceptable margin of safety. 

Method 1: Adjust the ASDA by a predetermined value. 

Adjust the ASDA by using the following adjustment: 

Runway Condition Runway Condition Subtract from 

Code Description ASDA 

6 Dry 950 feet 

5 Wet skid resistant* 2,600 feet 

5, 4, or 3 Wet/dry snow/wet 3,700 feet 

snow/compact snow/slippery 

2 Slush or standing water 4,900 feet 

*Provided approval to use wet skid resistant data has been received from the appropriate regulatory 

authority in accordance with the AFM. 

Use the adjusted ASDA and complete the takeoff performance calculations using actual 

departure runway conditions and actual departure environmental conditions. Do not take 

credit for use of reverse thrust when calculating takeoff performance. 

End of Method 1 

Method 2: Adjust the ASDA by a predetermined factor. 

Multiply the ASDA by the following factor: 

Runway Condition Runway Condition ASDAFactor 

Code Description 

6 Dry 0.86 

5 Wet skid resistant* 0.76 

5, 4, or 3 Wet/dry snow/wet 0.71 

snow/compact snow/slippery 

2 Slush or standing water 0.65 

*Provided approval to use wet skid resistant data has been received from the appropriate regulatory 

authority in accordance with the AFM. 

Use the adjusted ASDA and complete the takeoff performance calculations using actual 

departure runway conditions and actual departure environmental conditions. Do not take 

credit for use of reverse thrust when calculating takeoff performance. 

End of Method 2 

Prior to takeoff: 

Verify normal radio altimeter indications. 

Climb out: 

• TO/GA mode may not be available 
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• Monitor pitch mode engagement 

• Monitor roll mode engagement 

• Autopilot may not engage 

Prior to Descent, Required Landing Distance 

Do a time of arrival ( en route) landing distance assessment using Method A or B. Use the 

SPOILERS Non-Normal Configuration Landing Distance table in the Performance 

chapter of the AFM, or the applicable table below, for flaps 30 or flaps 40. 

Method A: Use of normal landing performance and increase by a predetermined 

percentage. 

Use the Normal Configuration Landing Distance table for flaps 30 or flaps 40. 

Note: The distances and adjustments shown in the Normal Configuration Landing 

Distance tables are factored and have been increased 15%. 

Select the appropriate runway condition. 

Select the distance for the MAX MANUAL braking configuration. 

Apply all of the appropriate distance adjustments. 

Note: Do not apply adjustments for reverse thrust. 

To obtain the required landing distance, increase the resulting factored distance by the 

percentage below in Table 1 based on the runway condition code or runway braking 

action. 

Table 1 

Runway Condition Reported Braking Action Percentage 

Code 

6 Drv 23% 

5 Good 63% 

4 Good to medium 56% 

3 Medium 65% 

2 Medium to poor 113% 

Determine autobrake settings using the Determine Autobrake Settings section below. 

End of Method A 

Method B: Use of the Non-Normal Configuration Landing Distance table for 

SPOILERS 

Use the SPOILERS Non-Normal Configuration Landing Distance table in the 

Performance chapter of the AFM, or the applicable table below, for flaps 30 or flaps 40. 

Select the appropriate runway condition. 

Select the distance for MAX MANUAL braking configuration. 

Apply all of the appropriate distance adjustments including the reverse thrust adjustment 

for no reverse O REV . 
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For runway condition codes 6 to 3, increase the resulting unfactored distance by 15% to 

obtain the required landing distance. 

For runway condition code 2, increase the resulting unfactored distance by 30% to obtain 

the required landing distance. 

Determine autobrake settings using the Determine Autobrake Settings section below. 

SPOILERS Non-Normal Configuration Landing Distance Tables 

137-B and 737-82DII One Pasilian Tailskid, Fl.N'S 38, YRIEF30 

Landing Distances BfNI Adjuslmenls (Feet) 

TemperalLlre Appmilloh 

- Altitude Wind Adjusbmml Slape~ A<:iustmenl- Speed -...Thrust 

-- Weight~ Adjuslml!nt" per 10 Knolls per15 111"C Adju5lmenl: Adju5lmenl: 

R"""'ay 1511.llllD LB Per ID.IIIIDLB per5KTS 

- landing Above/Be- PerUIDIIII a......,. One No 

Code Weight 150.IIIIOLB STD/HIGH Head /TailWnd 0.,.,,,/Un Hit Allov&/e.....lSA 'I/REF Reverser Reverser 

II 4lll'll 2511 I -2711 130 / 170 -2111 I 61111 811 I -70 1311 J -130 310 180 2811 

5 !l3llll 420 1-4111 230 I 320 -3311 / 1t!IO 200 I -170 2111 I -210 420 1110 1300 

4 6111111 430 / -430 2411 1330 -3511 I 1210 21611 /-210 210 I .,210 420 740 1620 

3 7330 4511 t -4lill 2511 I 340 -30011270 310 I -250 220 1-= 420 1110 2DIID 

2 82IIO !IID 1-670 330 I 411D -470 / 1!lll0 440 I -340 280/-'2811 4511 1530 4410 

731-8 and 137-821111 Two PDSiliml T-kid, FI..N'S 38 VREF30 

Lamling Dislanaes and Adjuslmenls (Feet} 

TemperalLlre Appmilloh -... - WindM~nl. Slape~ Aqustment- Speed 

-- Weight Adjuslment Adjuslml!nt" per 10 Knolls perl5 lll"C Adj- --Adjuslment Runway Uill.llllOLB Per 111.IIIID LB per5KTS 

- Landing 

_,_ Per 1,DDIIII a......,. One No 

Code Weight 1511.IIIIOLB STD/HIGH Head J Tail Wnd 0.,.,,,/UoHil Allov&/llelawlSA VREF Reverser 

II 4lll'll 2511 I -2511 1311 I 170 -210 I ll70 80 / -70 1211 / -1211 31111 160 -2511 

5 6113D 4111 1 -3811 2211 1320 -3211 I 11311 11111 1 -100 2DD / -200 410 5511 1170 

4 Gll10 420 1 -400 230 I 3311 -340 I 1180 24D 1-200 2DD I -200 410 1111D 14811 

3 7D5II 430 1-420 2411 I 340 -30011240 300 I -240 210 I -200 410 850 19110 

2 7080 51111/-6411 330 / 4!1D -4!ID ! 11140 420 I -330 270 I -270 4511 1430 41111 

731-,9 FUiPS 311, VREF311 

Landing Distances andAdjuslmenls (Feet} 

Temperaue ~ 

- - Wind Adjusbnenl. Slape Adjuslmenl Aquslment- Speed 

llislance WeightAdj- Mjuslment" per 10 Knolls per15 lll"C Adjuslment --Adju5lmenl: 

--.y 1811.llllD UI Per 10.IIIID LB per5KTS 

- Lsnding ,.,_,ee_ Perl.00011 ......... One NII> 

Code Weight 160,IIIID LB STD/HIGH Head/Tail Wm! o-mtUpHil Allov&/llelawlSA I/REF 

- Reverser 

II 5030 2511 I -2511 140 1170 -2111 I GlllJ 90 /-811 130 I -130 310 170 270 

5 65311 4101-3811 2511 1 3311 -340 I 1180 220 I -1811 2111 I .,210 420 610 12011 

4 7000 420 / -400 211D I 3411 -3!ill / 1Zl0 2711 I -220 22111-= 420 720 15611 

3 75!ill 430 , -420 27D / 3!ill -3711 / 121111 330 I -260 220 1-= 420 880 19CIO 

2 8530 51111/-530 311D I 4811 -480 / 1llll0 4611(-31111 200 I -21111 411D 1480 407D 

137-B-737-82DII One PDSiliml T-kid, Fl.N'S 411, YREfilll 

Landing Dislanaes - Adjuslmenls (Feet} 

TemperalLlre Appmach 

- - Wind Adjus!menl. Slape~ Aquslment- Speed 

-.., 1511.0IIOLB 

IJis1anee W@inhtAdiPer 10,000 LB 

Adiuslmenl" ,-10Kno11s pe,-15 111"C ~ 

pe.-5KTS 

-- - Lsnding ,.,_,ee_ Pert.DOD II: above One No 

Code Weight 1511,IIIID LB STD/HIGH Head/ TailWnd o-m/UpHil Allove/e.....lSA VREF 

- Reverser 

II 4630 31111 I -2511 1«1 I 170 -210 t ll70 90 I -80 120 I -1211 330 160 250 

5 !iBllll 490 I -3811 230 I 310 -3211 I 1110 11111 I -UIIJ 1110 / -1911 4211 5111 11170 

4 64!ill 511D I -300 230 I 3211 -340 I 11711 2511 t -200 190 I -1911 420 ll40 1380 

3 111111D 510 I -4211 2411 / 3311 -3!ill t 1Zlll 310 / -240 2DD I -200 410 81111 1830 

2 7117D ll70 / -5211 3211 I 4511 -4611 I 16111 410 1-3211 2110 I -2811 4511 12611 3430 
4796 Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 


khammond on DSKJM1Z7X2PROD with RULESER31JA22.009</GPH>

731-11 and n7-1120D ·-Posili"" Tailskid FLAPS 40 VllE,F411 

Landing Distances and Adjustments {Fee-t) 

T""'""""""' ~ -... Al- Wind .l\dju..,,_nl Slop<! llqlisl"""'I A!ljuotme.nt!""r s,,,,..i Ri!¥8"5e Thrust 

!llslanoe Weigll,tA<ijlls!menl Adjustment•· -10Koots Jl'!'l'll, 1o•c. Adjuslme-!rd: Adjusime<1! 

Avnwll!I l!ill,D!IOLB _,o,ooorn P"r5KTS 

Condition Landing: Above I Bebw l'N1.(IO!lft aoove Orn, Ne 

Code Weigh! 150,llOO 1B STD/HIGH Head IT ail Wind 0-11/UaHiil ,Above l Below ls.A VREF ReveTM>< Reverser 

11 4600 310 I -2!i0 140 I HO -210 I 570 llll I -70 120 I -120 3~ lflll 2!ill 

5 5830 500 I -370 230 J 310 -320 / 111() !GO .I -160 190 I -190 420 510 1060 

4 6421ll 51Dl--3&!1 24•D I 321l -33111 rnro 260 / -200 190 I -100 420 030 f370 

3 t!S7!! 520 I -410 250 l 330 -350 I !22!! 310 I -240 200 I -200 410 ll!lll 1820 

2 t530 680 I "5:10 3311 I 450 -4Wl 16UI 41111 -320 260 I -260 451] 1250 3400 

737-3 FLAPS 40, 'IIREF411 

Landinp Distmces and Adjusil!nenlS t:Feet) 

T""'perarure Approacll 

Reference Allilude Wind Aliiju,!ment Slai,e A,lu!itrnent /lq11>tmetnl- Speed R"""""' Thn,st 

lli5tonco w-A<11u.-n1 .6.Ain51ml:!l'lr· -IOKnots .,..,'II, 10"0 Adjus!mem Miu!!ilml!l'lt 

Rumwlif)' 160,000 LB Per 10.000 LB per51\.IS 

CondiUol'k Landing Above-/B@b11r Per1,00DII aboYe One ND 

Coc!e Weight ltlll,OOII lll SID/HfGH Head t Tail Wind Down I Up H'tll Above l Below 1SA VREF "Rever5er 'R-evet'Ser 

s 4112{1 3:lll I -2li0 150 I 100 -210 l 6DD ijil I .;m 130 I -130 3:JO 1.70 2.W 

5 !l:!l!ll 5:20 J -3<10 250 /:WO -,1311/1160 210 I -!80 200 I -200 -43!! 5!i0 !150 

4 6800 !!2ll I -~Q 250 I 340 -350 i 1200 270 J -220 .2IO / -21!) 43-0 000 1410 

3 7300 540 I -<110 260 I 350 -Jm/12illl 330 I -2110 210 I -21'0 43!! 820 1B30 

2 SHIJ 600 J -!l10 340 J '4Tll -'100 J !!!!ill 450 I -340 :270 l -210 400 1290 3420 

*For landing distance at or below 8,000 ft pressure altitude, apply the STD adjustment. For altitudes 

higher than 8,000 ft, first apply the STD adjustment to derive a new reference landing distance for 8,000 

ft then apply the HIGH adjustment to this new reference distance. 

Reference distance is based on MAX MANUAL braking, sea level, standard day, no wind or slope and 

maximum reverse thrust. 

Reference distance includes a distance from threshold to touchdown associated with a flare time of 7 

seconds. 

Distances are based on SPOILERS failure distances which conservatively approximates the effects of 

5G interference after the Reverse Thrust Adjustment for no Reversers is applied. 

Actual (unfactored) distances are shown. 

Note: per procedure, MAX MANUAL braking is not required for normal operations. 

End of Method B 

Determine Autobrake Settings 

• Determine desired AUTOBRAKE setting by using the normal configuration landing 

distance. 

Note: Normal manual or normal autobrakes can be used. The use of maximum 

brakes is not needed except as stated in the During Landing section below. 

During Approach 

• Monitor radio altimeters for anomalies. 

• Monitor performance of autopilot and autothrottle. If the autopilot or auto throttle is 

not performing as expected, disconnect both the autopilot and autothrottle and apply 

manual inputs to ensure proper control of flight path. 

At DA(H), MDA(H), or the Missed Approach Point 

• If suitable visual reference is established, disengage the autopilot and autothrottle 

and continue for a normal manual landing. 
Federal Register / Vol. 87, No. 20 / Monday, January 31, 2022 / Rules and Regulations 4797 

Note 1 to paragraph (h): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Multi Operator 

Message MOM–MOM–22–0016–01B(R1), 

dated January 16, 2022, and Boeing Flight 

Crew Operations Manual Bulletin TBC–26, 

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

United States,’’ dated January 17, 2022. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle ACO Branch, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. In accordance with 

14 CFR 39.19, send your request to your 

principal inspector or responsible Flight 

Standards Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

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

this AD. Information may be emailed to: 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 26, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–01995 Filed 1–27–22; 4:15 pm] 

BILLING CODE 4910–13–C 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0843; Project 

Identifier MCAI–2020–00256–Q; Amendment 

39–21891; AD 2022–01–03] 

RIN 2120–AA64 

Airworthiness Directives; Umlaut 

Engineering GmbH (Previously P3 

Engineering GmbH) HAFEX (HalonFree) Hand-Held Fire Extinguishers 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Umlaut Engineering GmbH (previously 

P3 Engineering GmbH) HAFEX (Halonfree) hand-held P3HAFEX fire 

extinguishers (fire extinguishers). This 

AD was prompted by reports of a quality 

control issue on certain fire 

extinguishers, where the spindle 

geometries of the fire extinguishers were 

found to be out of tolerance. This AD 

requires removing affected fire 

extinguishers from service. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 


khammond on DSKJM1Z7X2PROD with RULESER31JA22.010</GPH>

• If a go-around is needed, do the go-around and the missed approach procedure 

either in manual or automatic flight. 

During Landing 

• Radio altitude-based altitude aural callouts during approach may not be available or 

may be erroneous. 

• Manual deployment of the speedbrakes may be needed. 

• If the thrust reversers do not deploy, immediately ensure the speedbrakes are 

extended, apply manual braking, and modulate as needed for the existing runway 

conditions. 

Note: In some conditions, maximum manual braking may be needed throughout the 

entire landing roll. 

During Go-around and Missed Approach 

• TO/GA mode may not be available. 

• Monitor thrust and verify that thrust increases. 

• Monitor pitch mode engagement. 

• Monitor roll mode engagement. 

• Autopilot may not engage.