8152 Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Will not affect intrastate aviation 

in Alaska, and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

2022–03–18 British Aerospace (Operations) 

Limited and British Aerospace Regional 

Aircraft: Amendment 39–21935; Docket 

No. FAA–2021–0961; Project Identifier 

MCAI–2021–00924–A. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 21, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to British Aerospace 

(Operations) Limited and British Aerospace 

Regional Aircraft Model Jetstream Series 200, 

Jetstream Model 3101, and Jetstream Model 

3201 airplanes, serial numbers 1 through 927 

and 929 through 936 inclusive, certificated in 

any category. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 2770, Gust Lock/Damper System. 

(e) Unsafe Condition 

This AD was prompted by mandatory 

continuing airworthiness information (MCAI) 

originated by an aviation authority of another 

country to identify and correct an unsafe 

condition on an aviation product. The MCAI 

describes the unsafe condition as a bent 

control rod within the gust lock system, 

which may enable both power levers to be 

pushed into the flight range with the gust 

lock lever fully engaged. The FAA is issuing 

this AD to detect and correct bent push rod 

assemblies of the power lever baulk system. 

The unsafe condition, if not addressed, could 

result in loss of airplane control. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Action 

Within 2 years after the effective date of 

this AD, replace push rod assembly part 

number (P/N) 137201E419 with push rod 

assembly P/N 137201E429 by following the 

Accomplishment Instructions, sections 2.A. 

through 2.C. in Jetstream Series 3100/3200 

Service Bulletin 27–JM 5350, Revision 1, 

dated May 6, 1994. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, International Validation 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the certification office, 

send it to the attention of the person 

identified in paragraph (i)(1) of this AD and 

email to: 9-AVS-AIR-730-AMOC@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(i) Related Information 

(1) For more information about this AD, 

contact Doug Rudolph, Aviation Safety 

Engineer, General Aviation & Rotorcraft 

Section, International Validation Branch, 

FAA, 901 Locust, Room 301, Kansas City, 

MO 64106; phone: (816) 329–4059; email: 

doug.rudolph@faa.gov. 

(2) Refer to Civil Aviation Authority (CAA) 

AD G–2021–0005, dated August 3, 2021, for 

more information. You may examine the 

CAA AD at https://www.regulations.gov by 

searching for and locating Docket No. FAA– 

2021–0961. 

(j) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Jetstream Series 3100/3200 Service 

Bulletin 27–JM 5350, Revision 1, dated May 

6, 1994. 

(ii) [Reserved] 

(3) For service information identified in 

this AD, contact BAE Systems (Operations) 

Ltd., Customer Information Department, 

Prestwick International Airport, Ayrshire, 

KA9 2RW, Scotland, United Kingdom; 

phone: +44 3300 488727; fax: +44 1292 

675704; email: RApublications@

baesystems.com; website: https://

www.baesystems.com/Businesses/ 

RegionalAircraft/. 

(4) You may view this service information 

at the FAA, Airworthiness Products Section, 

Operational Safety Branch, 901 Locust, 

Kansas City, MO 64106. For information on 

the availability of this material at the FAA, 

call (817) 222–5110. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

email: fr.inspection@nara.gov, or go to: 

https://www.archives.gov/federal-register/cfr/ 

ibr-locations.html. 

Issued on January 26, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–03030 Filed 2–11–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0095; Project 

Identifier AD–2022–00054–T; Amendment 

39–21947; AD 2022–04–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 757 airplanes 

and Model 767 airplanes. This AD was 

prompted by a determination that radio 

altimeters cannot be relied upon to 

perform their intended function if they 

experience interference from wireless 

broadband operations in the 3.7–3.98 

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

recent determination that, during 

approach, landings, and go-arounds, as 

a result of this interference, certain 

airplane systems may not properly 

function, resulting in increased 

flightcrew workload while on approach 

with the flight director, autothrottle, or 

autopilot engaged. The FAA is issuing 

this AD to address 5G C-Band 

interference that could result in 

increased flightcrew workload and 

could lead to reduced ability of the 

flightcrew to maintain safe flight and 

landing of the airplane. This AD 

requires revising the limitations and 

operating procedures sections of the 

existing airplane flight manual (AFM) to 

incorporate specific operating 

procedures for landing distance 

calculations, instrument landing system 

(ILS) approaches, non-precision 

approaches, speedbrake deployment, 


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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.’’ 

and go-around and missed approaches, 

when in the presence of 5G C-Band 

interference as identified by Notices to 

Air Missions (NOTAMs). The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective February 14, 

2022. 

The FAA must receive comments on 

this AD by March 31, 2022. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0095; or in person at Docket 

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

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, any comments received, and 

other information. The street address for 

the Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: For 

Model 757 airplanes, contact Jeffrey 

Palmer, Aerospace Engineer, Systems 

and Equipment Section, FAA, Los 

Angeles ACO Branch, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5351; email: 

jeffrey.w.palmer@faa.gov. For Model 

767 airplanes, contact Dean Thompson, 

Senior Aerospace Engineer, Systems 

and Equipment Section, FAA, Seattle 

ACO Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 206– 

231–3165; email: dean.r.thompson@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

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 

aircraft systems that rely on radio 

altimeter inputs. Boeing issued Boeing 

Multi Operator Message MOM–MOM– 

22–0022–01B(R2), dated February 1, 

2022; Boeing Flight Crew Operations 

Manual Bulletin TBC–67 R1, ‘‘Radio 

Altimeter Anomalies due to 5G C-Band 

Wireless Broadband Interference in the 

United States,’’ dated February 1, 2022; 

Boeing Flight Crew Operations Manual 

Bulletin TBCC–72 R1, ‘‘Radio Altimeter 

Anomalies due to 5G C-Band Wireless 

Broadband Interference in the United 

States,’’ dated February 1, 2022; Boeing 

Flight Crew Operations Manual Bulletin 

TBC–86 R1, ‘‘Radio Altimeter 

Anomalies due to 5G C-Band Wireless 

Broadband Interference in the United 

States,’’ dated February 1, 2022; and 

Boeing Flight Crew Operations Manual 

Bulletin TBC4–33 R1, ‘‘Radio Altimeter 

Anomalies due to 5G C-Band Wireless 

Broadband Interference in the United 

States,’’ dated February 1, 2022; for 

Model 757 and 767 airplanes. 

Based on Boeing’s data, the FAA 

identified an additional hazard 

presented by 5G C-Band interference on 

The Boeing Company Model 757 and 

767 airplanes. The FAA determined 

anomalies due to 5G C-Band 

interference may affect multiple other 

airplane systems using radio altimeter 

data, regardless of the approach type or 

weather. These anomalies may not be 

evident until very low altitudes. 

Impacted systems include, but are not 

limited to, autopilot flight director 

system; autothrottle system; flight 

controls; flight instruments; traffic alert 

and collision avoidance system (TCAS); 

ground proximity warning system 

(GPWS); and configuration warnings. 

In the event of 5G C-Band 

interference, landing performance and 

flightcrew workload can be adversely 

impacted. This may have multiple 

effects, including: 

• Autopilot Flight Director System: 

NO AUTOLAND Autopilot Status 

Annunciation may be shown; autopilot 

may not engage; autopilot disconnect 

may occur when LAND 2 or LAND 3 

status is shown; the flight directors may 

provide erroneous guidance during ILS 

approaches; autoland runway alignment 

may not occur or may activate earlier or 

later than expected; autoland flare may 

not occur, however, FLARE mode can 

be erroneously annunciated on the FMA 

(flight mode annunciation); or goaround mode may not be available. 

• Autothrottle System: Autothrottle 

can remain in SPD (speed) mode and 

may advance to maintain speed during 

flare instead of reducing the thrust to 


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IDLE; or autothrottle may retard to idle 

prematurely in the flare. 

• Flight Controls: Automatic 

speedbrake deployment may not occur 

after touchdown (for Model 757 and 767 

models with Yaw Damper Stabilizer 

Trim module (YSM)); or SPEEDBRAKES 

EXT Caution message may not be 

available. 

• Flight Instruments: The RA (radio 

altimeter) indication may not be shown; 

the RADIO minimums indications 

(flashing or turning amber) may not be 

shown or may be erroneous; the rising 

runway symbol may not be shown; the 

localizer deviation alert amber scale and 

flashing pointer may not be shown 

(deviation indications are still 

available); or the glideslope deviation 

alert amber scale and flashing pointer 

may not be shown (deviation 

indications are still available). 

• TCAS: TCAS alerts may not be 

available (TCAS alerts that do occur will 

be valid); or TCAS inhibits for 

resolution advisories may be erroneous. 

• GPWS: GPWS alerts may not be 

available or may be erroneous (although 

look-ahead terrain alerting remains 

available); radio altimeter-based altitude 

and minimums aural callouts during 

approach may not be available or 

erroneous; or windshear detection 

systems (predictive and reactive) may be 

inoperative. 

• Configuration Warnings: Erroneous 

landing gear configuration warning may 

occur. 

• Considerations for Dispatch: For 

Model 757 and 767 airplanes with YSM, 

adjust operational (time of arrival) 

landing distance for manual 

speedbrakes. For airplanes without 

YSM, no impacts on dispatch landing 

performance calculations. 

• Other simultaneous flight deck 

effects associated with the 5G C-Band 

interference could increase pilot 

workload. 

These effects may cause erroneous 

indications and annunciations, as well 

as conflicting information, being 

provided to the flightcrew during a 

critical phase of flight. This could lead 

to reduced ability of the flightcrew to 

maintain safe flight and landing of the 

airplane, and is an unsafe condition. 

To address this unsafe condition, this 

AD mandates procedures for operators 

to incorporate specific operating 

procedures for landing distance 

calculations, ILS approaches, nonprecision approaches, speedbrake 

deployment, and go-around and missed 

approaches, when in the presence of 5G 

C-Band interference as identified by 

NOTAMs. 

The FAA notes that for those 

airplanes equipped with YSM, the 5G 

interference to the radio altimeter 

creates an error to the YSM which 

causes the speedbrakes to not 

automatically deploy on landing; the 

flightcrew must manually deploy the 

speedbrakes when this occurs. Further, 

the additional landing distance 

calculation is required due to the 

differences in manual deployment 

versus automatic deployment during 

landing. 

Finally, the FAA notes that AD 2021– 

23–12 remains in effect and thus 

prohibits certain ILS approaches. Thus, 

this AD addresses procedures applicable 

only to those ILS approaches not 

prohibited by AD 2021–23–12. 

The FAA is issuing this AD to address 

the unsafe condition on these products. 

FAA’s Determination 

The FAA is issuing this AD because 

the agency has determined the unsafe 

condition described previously is likely 

to exist or develop in other products of 

the same type design. 

AD Requirements 

This AD requires revising the 

limitations and operating procedures 

sections of the existing AFM to 

incorporate specific operating 

procedures for landing distance 

calculations, ILS approaches, nonprecision approaches, speedbrake 

deployment, and go-around and missed 

approaches, when in the presence of 5G 

C-Band interference as identified by 

NOTAMs. 

Compliance With AFM Revisions 

Section 91.9 prohibits any person 

from operating a civil aircraft without 

complying with the operating 

limitations specified in the AFM. FAA 

regulations also require operators to 

furnish pilots with any changes to the 

AFM (14 CFR 121.137) and pilots in 

command to be familiar with the AFM 

(14 CFR 91.505). 

Interim Action 

The FAA considers this AD to be an 

interim action. If final action is later 

identified, the FAA might consider 

further rulemaking. 

Justification for Immediate Adoption 

and Determination of the Effective Date 

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

Administrative Procedure Act (APA) (5 

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

to dispense with notice and comment 

procedures for rules when the agency, 

for ‘‘good cause,’’ finds that those 

procedures are ‘‘impracticable, 

unnecessary, or contrary to the public 

interest.’’ Under this section, an agency, 

upon finding good cause, may issue a 

final rule without providing notice and 

seeking comment prior to issuance. 

Further, section 553(d) of the APA 

authorizes agencies to make rules 

effective in less than thirty days, upon 

a finding of good cause. 

An unsafe condition exists that 

requires the immediate adoption of this 

AD without providing an opportunity 

for public comments prior to adoption. 

The FAA has found that the risk to the 

flying public justifies forgoing notice 

and comment prior to adoption of this 

rule because the FAA determined that 

radio altimeters cannot be relied upon 

to perform their intended function if 

they experience interference from 

wireless broadband operations in the 5G 

C-Band, and a determination that, 

during approach, landings, and goarounds, as a result of this interference, 

certain airplane systems may not 

properly function, resulting in increased 

flightcrew workload while on approach 

with the flight director, autothrottle, or 

autopilot engaged. This increased 

flightcrew workload could lead to 

reduced ability of the flightcrew to 

maintain safe flight and landing of the 

airplane. The urgency is based on the 

hazard presented by 5G C-Band 

interference, and on C-Band wireless 

broadband deployment, which began in 

phases with operations on January 19, 

2022. Accordingly, notice and 

opportunity for prior public comment 

are impracticable and contrary to the 

public interest pursuant to 5 U.S.C. 

553(b)(3)(B). 

In addition, the FAA finds that good 

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

for making this amendment effective in 

less than 30 days, for the same reasons 

the FAA found good cause to forgo 

notice and comment. 

Comments Invited 

The FAA invites you to send any 

written data, views, or arguments about 

this final rule. Send your comments to 

an address listed under ADDRESSES. 

Include Docket No. FAA–2022–0095 

and Project Identifier AD–2022–00054– 

T at the beginning of your comments. 

The most helpful comments reference a 

specific portion of the final rule, explain 

the reason for any recommended 

change, and include supporting data. 

The FAA will consider all comments 

received by the closing date and may 

amend this final rule because of those 

comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 


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personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this final rule. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

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

from public disclosure. If your 

comments responsive to this AD contain 

commercial or financial information 

that is customarily treated as private, 

that you actually treat as private, and 

that is relevant or responsive to this AD, 

it is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and they 

will not be placed in the public docket 

of this AD. Submissions containing CBI 

for Model 757 airplanes should be sent 

to Jeffrey Palmer, Aerospace Engineer, 

Systems and Equipment Section, FAA, 

Los Angeles ACO Branch, 3960 

Paramount Boulevard, Lakewood, CA 

90712–4137; phone: 562–627–5351; 

email: jeffrey.w.palmer@faa.gov. 

Submissions containing CBI for Model 

767 airplanes should be sent to Dean 

Thompson, Senior Aerospace Engineer, 

Systems and Equipment Section, FAA, 

Seattle ACO Branch, 2200 South 216th 

St., Des Moines, WA 98198; phone and 

fax: 206–231–3165; email: 

dean.r.thompson@faa.gov. Any 

commentary that the FAA receives that 

is not specifically designated as CBI will 

be placed in the public docket for this 

rulemaking. 

Regulatory Flexibility Act 

The requirements of the Regulatory 

Flexibility Act (RFA) do not apply when 

an agency finds good cause pursuant to 

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

prior notice and comment. Because the 

FAA has determined that it has good 

cause to adopt this rule without notice 

and comment, RFA analysis is not 

required. 

Costs of Compliance 

The FAA estimates that this AD 

affects 1,138 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

AFM revision ................................................... 1 work-hour × $85 per hour = $85 ................. $0 $85 $96,730 

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: 

2022–04–05 The Boeing Company: 

Amendment 39–21947; Docket No. 

FAA–2022–0095; Project Identifier AD– 

2022–00054–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective February 14, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company airplanes identified in paragraphs 

(c)(1) and (2) of this AD, certificated in any 

category. 

(1) Model 757–200, –200PF, –200CB, and 

–300 series airplanes. 

(2) Model 767–200, –300, –300F, –400ER, 

and –2C series airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 34, Navigation. 

(e) Unsafe Condition 

This AD was prompted by a determination 

that radio altimeters cannot be relied upon to 

perform their intended function if they 

experience interference from wireless 

broadband operations in the 3.7–3.98 GHz 

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

determination that, during approach, 

landings, and go-arounds, as a result of this 

interference, certain airplane systems may 

not properly function, resulting in increased 

flightcrew workload while on approach with 

the flight director, autothrottle, or autopilot 

engaged. The FAA is issuing this AD to 

address 5G C-Band interference that could 

result in increased flightcrew workload and 

could lead to reduced ability of the 

flightcrew to maintain safe flight and landing 

of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Airplane Flight Manual (AFM) Revision 

(1) Within 2 days after the effective date of 

this AD: Revise the Limitations Section of the 

existing AFM to include the information 

specified in figure 1 to paragraph (g)(1) of 


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this AD. This may be done by inserting a 

copy of figure 1 to paragraph (g)(1) of this AD 

into the Limitations Section of the existing 

AFM. 

BILLING CODE 4910–13–P 

(2) Within 2 days after the effective date of 

this AD: Revise the Operating Procedures 

Section of the existing AFM to include the 

information specified in figure 2 to paragraph 

(g)(2) of this AD. This may be done by 

inserting a copy of figure 2 to paragraph (g)(2) 

of this AD into the Operating Procedures 

Section of the existing AFM. 


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BILLING CODE 4910–13–C 

Note 1 to paragraph (g)(2): Guidance for 

accomplishing the actions required by 

paragraph (g)(2) of this AD can be found in 

Boeing Multi Operator Message MOM– 

MOM–22–0022–01B(R2), dated February 1, 

2022; Boeing Flight Crew Operations Manual 

Bulletin TBC–67 R1, ‘‘Radio Altimeter 

Anomalies due to 5G C-Band Wireless 

Broadband Interference in the United States,’’ 

dated February 1, 2022; Boeing Flight Crew 

Operations Manual Bulletin TBCC–72 R1, 

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

United States,’’ dated February 1, 2022; 

Boeing Flight Crew Operations Manual 

Bulletin TBC–86 R1, ‘‘Radio Altimeter 

Anomalies due to 5G C-Band Wireless 

Broadband Interference in the United States,’’ 

dated February 1, 2022; and Boeing Flight 

Crew Operations Manual Bulletin TBC4–33 

R1, ‘‘Radio Altimeter Anomalies due to 5G CBand Wireless Broadband Interference in the 

United States,’’ dated February 1, 2022. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) For Model 757 airplanes: The Manager, 

Los Angeles ACO Branch, FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or responsible Flight Standards Office, as 

appropriate. If sending information directly 

to the manager of the certification office, 

send it to the attention of the person 

identified in paragraph (i)(1) of this AD. 

Information may be emailed to: 9-ANMLAACO-AMOC-Requests@faa.gov. For Model 

767 airplanes: The Manager, Seattle ACO 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or 

responsible Flight Standards Office, as 

appropriate. If sending information directly 

to the manager of the certification office, 

send it to the attention of the person 

identified in paragraph (i)(2) of this AD. 

Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the responsible Flight Standards Office. 

(3) AMOCs approved for AD 2021–23–12, 

Amendment 39–21810 (86 FR 69984, 

December 9, 2021) providing relief for 

specific radio altimeter installations are 

approved as AMOCs for the provisions of this 

AD. 

(i) Related Information 

(1) For more information about this AD for 

Model 757 airplanes, contact Jeffrey W. 

Palmer, Aerospace Engineer, Systems and 

Equipment Section, FAA, Los Angeles ACO 

Branch, 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 562–627– 

5351; email: jeffrey.w.palmer@faa.gov. 

(2) For more information about this AD for 

Model 767 airplanes, contact Dean 

Thompson, Senior Aerospace Engineer, 

Systems and Equipment Section, FAA, 

Seattle ACO Branch, 2200 South 216th St., 


jspears on DSK121TN23PROD with RULES1ER14FE22.013</GPH>
8158 Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations 

Des Moines, WA 98198; phone and fax: 206– 

231–3165; email: dean.r.thompson@faa.gov. 

(3) For service information identified in 

this AD that is not incorporated by reference, 

contact Boeing Commercial Airplanes, 

Attention: Contractual & Data Services 

(C&DS), 2600 Westminster Blvd., MC 110 

SK57, Seal Beach, CA 90740–5600; telephone 

562–797–1717; internet https://

www.myboeingfleet.com. 

(j) Material Incorporated by Reference 

None. 

Issued on February 7, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–03144 Filed 2–10–22; 11:15 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0715; Project 

Identifier AD–2021–00259–A; Amendment 

39–21932; AD 2022–03–15] 

RIN 2120–AA64 

Airworthiness Directives; Various 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for various 

airplanes modified with certain 

configurations of Garmin G3X Touch 

Electronic Flight Instrument System 

installed per Supplemental Type 

Certificate (STC) No. SA01899WI or 

Garmin GI 275 Multi-Function Display 

(MFD) installed per STC No. 

SA02658SE. This AD was prompted by 

a report of a fuel quantity disparity 

between the amount of fuel indicated 

and the actual amount of fuel. This AD 

requires modifying the resistive fuel 

probe interface. The FAA is issuing this 

AD to address the unsafe condition on 

these products. 

DATES: This AD is effective March 21, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 21, 2022. 

ADDRESSES: For service information 

identified in this final rule, contact 

Garmin International, Garmin Aviation 

Support, 1200 E 151st Street, Olathe, KS 

66062; phone: (866) 739–5687; email: 

avionics@garmin.com; website: https://

fly.garmin.com/fly-garmin/support/. 

You may view this service information 

at the FAA, Airworthiness Products 

Section, Operational Safety Branch, 901 

Locust, Kansas City, MO 64106. For 

information on the availability of this 

material at the FAA, call (817) 222– 

5110. It is also available at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0715. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0715; or in person at Docket 

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

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, any comments received, and 

other information. The address for 

Docket Operations is U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Kevin Marks, Aviation Safety Engineer, 

Wichita ACO Branch, FAA, 1801 

Airport Road, Wichita, KS 67209; 

phone: (316) 946–4153; email: 

kevin.marks@faa.gov or Wichita-COS@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to various airplanes modified 

with certain configurations of Garmin 

G3X Touch Electronic Flight Instrument 

System installed per STC No. 

SA01899WI or Garmin GI 275 MFD 

installed per STC No. SA02658SE. The 

NPRM published in the Federal 

Register on August 27, 2021 (86 FR 

48070). The NPRM was prompted by 

notification of a Piper production line 

issue with the installation of a Garmin 

G3X Touch Electronic Flight Instrument 

System installed under STC No. 

SA01899WI. After calibration and 

fueling the airplane to a known level, 

the flight crew noted that the fuel 

quantity indicator displayed a higher 

level of fuel. 

The Garmin G3X Touch Electronic 

Flight Instrument System, when 

interfaced with the Garmin GEA 24 

(Engine Airframe Adapter) for display of 

the fuel quantity, uses a 1K ohm resistor 

inline between the GEA 24 and the 

airplane fuel quantity resistance style 

sending unit (float). This resistor 

provides lightning protection to the fuel 

tank as required by 14 CFR 23.954. 

Use of the 1K resistor causes a GEA 

error when the GEA 24 or resistor is 

subjected to significantly hotter or 

colder temperatures than the 

temperature at which the fuel gauges 

were calibrated during installation. The 

farther the actual (ambient) temperature 

of the GEA 24 or resistor is from the 

temperature of the fuel quantity 

calibration, the larger the error. The 

lower the operating resistance of the 

fuel sending unit, the larger the error. 

The largest errors occur in installations 

with fuel sending units having an 

operational range less than 100 ohms. 

The Garmin GI 275 MFDs installed 

under STC No. SA02658SE, when 

interfaced with the Garmin GEA 24 for 

display of the fuel quantity, is also 

subject to this unsafe condition. 

The displayed fuel quantity can have 

an error as much as four gallons/fuel 

tank with the display indicating four 

gallons with an empty tank. In the 

NPRM, the FAA proposed to require 

modifying the resistive fuel probe 

interface. The FAA is issuing this AD to 

prevent fuel starvation and engine 

shutdown, which could result in the 

inability to arrive at the destination 

airport or a suitable alternative airport. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

Garmin. The following presents the 

comments received on the NPRM and 

the FAA’s response to each comment. 

Requests Regarding Background 

Information 

Garmin requested the FAA correct 

certain information in the preamble. In 

the NPRM, the FAA stated that use of 

the 1K resistor causes a GEA error when 

the resistor temperature changes. 

According to Garmin, using the 1K 

resistor causes a GEA error when the 

GEA 24 temperature changes. Garmin 

further noted that 1k resistors are 

installed near the GEA 24 plug and are 

exposed to the same ambient 

temperatures. 

The FAA agrees with correcting the 

preamble and has changed this final 

rule to clarify that a GEA error results 

from the GEA 24 being subjected to 

significantly hotter or colder 

temperatures than the temperature at 

which the fuel gauges were calibrated 

during installation. The FAA disagrees 

with the requested changes regarding 

the location of the resistors. The 

commenter’s request is not supported by 

the information in the installation 

manual, which does not require the 

resistor to be installed near the GEA 24. 

Garmin also requested that the FAA 

remove the exact error amount (i.e., four 


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