14780 Federal Register / Vol. 87, No. 51 / Wednesday, March 16, 2022 / Rules and Regulations 

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

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

Territories. 

2The regulatory text of the AD uses the term ‘‘5G 

C-Band’’ which, for purposes of this AD, has the 

same meaning as ‘‘5G’’, ‘‘C-Band’’ and ‘‘3.7–3.98 

GHz.’’ 

(k) 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 International Validation 

Branch, send it to the attention of the person 

identified in paragraph (l) of this AD. 

Information may be emailed to: 9-AVS-AIR730-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. 

(l) Related Information 

For more information about this AD, 

contact Andrea Jimenez, Aerospace Engineer, 

COS Program Management Section, 

Operational Safety Branch, Compliance & 

Airworthiness Division, FAA, 1600 Stewart 

Ave., Suite 410, Westbury, NY 11590; 

telephone (516) 228–7330; email 

andrea.jimenez@faa.gov. 

(m) 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) European Union Aviation Safety Agency 

(EASA) AD 2021–0160, dated July 5, 2021. 

(ii) [Reserved] 

(3) For EASA AD 2021–0160, contact 

EASA, Konrad-Adenauer-Ufer 3, 50668 

Cologne, Germany; telephone +49 221 8999 

000; email ADs@easa.europa.eu; internet 

www.easa.europa.eu. You may find the 

EASA material on the EASA website at 

https://ad.easa.europa.eu. 

(4) You may view this service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

This material may be found in the AD docket 

at https://www.regulations.gov by searching 

for and locating Docket No. FAA–2021–1180. 

(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 March 9, 2022. 

Ross Landes, 

Deputy Director for Regulatory Operations, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–05497 Filed 3–15–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0279; Project 

Identifier AD–2022–00257–T; Amendment 

39–21982; AD 2022–06–16] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 747–100, 747– 

100B, 747–100B SUD, 747–200B, 747– 

200C, 747–200F, 747–300, 747–400, 

747–400D, and 747–400F series 

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 takeoff, 

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, which could result in 

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 takeoff, 

instrument landing system (ILS) 

approaches, non-precision approaches, 

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 March 16, 

2022. 

The FAA must receive comments on 

this AD by May 2, 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–2022–0279; 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 

Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: 

Dean Thompson, 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 


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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– 

22–0034–01B(R2), dated January 28, 

2022; Boeing Multi Operator Message 

MOM–MOM–22–0033–01B(R1), dated 

January 31, 2022; and Boeing Flight 

Crew Operations Manual Bulletin TB1– 

55, ‘‘Radio Altimeter Anomalies due to 

5G C-Band Wireless Broadband 

Interference in the United States,’’ dated 

January 29, 2022. 

Based on Boeing’s data, the FAA 

identified an additional hazard 

presented by 5G C-Band interference on 

The Boeing Company Model 747–100, 

747–100B, 747–100B SUD, 747–200B, 

747–200C, 747–200F, 747–300, 747– 

400, 747–400D, and 747–400F series 

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; 

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. 5G C-Band interference may 

have multiple effects, including: 

• Autopilot Flight Director System: 

NO AUTOLAND caution or advisory 

message may be shown; NO 

AUTOLAND autopilot status 

annunciation may be shown; autopilot 

may disengage when LAND 2 or LAND 

3 status is shown; the flight directors 

may provide erroneous guidance during 

ILS approaches; LNAV and VNAV 

modes may not engage or may engage at 

an erroneous altitude after departure; 

autoland flare mode and runway 

alignment may not occur or may 

activate earlier or later than expected; or 

TO/GA 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 

IDLE at approximately 25 feet radio 

altitude; or autothrottle may retard to 

IDLE prematurely. 

• Engines: Thrust levers being set to 

IDLE in-flight may result in ground idle. 

• Flight Controls: SPEEDBRAKE EXT 

Caution message may not be available. 

Automatic speedbrake deployment may 

not occur after touchdown. 

• Flight Instruments: The radio 

altimeter indication may not be shown 

or may be erroneous; the RADIO 

minimums indications (flashing or 

turning amber) may not occur; the rising 

runway symbol may not be shown or 

may be erroneous; the localizer 

deviation alert amber scale and flashing 

pointer may not be shown (deviation 

indications are still available); the 

glideslope deviation alert amber scale 

and flashing pointer may not be shown 

(deviation indications are still 

available); or the Flight Path Vector 

(FPV) may be biased out of view. 

• 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 

CONFIG GEAR warning alert may occur. 

• 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, to be 

provided to the flightcrew during a 

critical phase of flight. There may also 

be a lack of cues present to elicit prompt 

go-around or recovery initiation. These 

effects could lead to reduced ability of 

the flightcrew to maintain safe flight 

and landing of the airplane and is an 

unsafe condition. Thus, the FAA has 

determined that prompt identification of 

a potential problem and initiation of a 

go-around are required to ensure the 

capability for continued safe flight and 

landing. 

To address this unsafe condition, this 

AD mandates procedures for operators 

to incorporate specific operating 

procedures for takeoff, ILS approaches, 

non-precision approaches, and goaround and missed approaches, when in 

the presence of 5G C-Band interference 

as identified by NOTAMs. 

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 takeoff, instrument 

landing system (ILS) approaches, nonprecision approaches, 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). 


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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 

takeoff, 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 has been 

occurring 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–2022–0279 

and Project Identifier AD–2022–00257– 

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, 

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 126 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 $10,710 

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: 


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(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: 

2022–06–16 The Boeing Company: 

Amendment 39–21982; Docket No. 

FAA–2022–0279; Project Identifier AD– 

2022–00257–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 16, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747–400, 747–400D, and 747–400F 

series airplanes, certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 34, Navigation. 

(e) Unsafe Condition 

This AD was prompted by 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 takeoff, 

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 

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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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–22–0034–01B(R2), dated January 28, 

2022; Boeing Multi Operator Message MOM– 

MOM–22–0033–01B(R1), dated January 31, 

2022; and Boeing Flight Crew Operations 

Manual Bulletin TB1–55, ‘‘Radio Altimeter 

Anomalies due to 5G C-Band Wireless 

Broadband Interference in the United States,’’ 

dated January 29, 2022. 

(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, 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 March 9, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–05576 Filed 3–11–22; 4:15 pm] 

BILLING CODE 4910–13–C 


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