Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 31097 

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: 

2022–11–10 Piper Aircraft, Inc.: 

Amendment 39–22060; Docket No. 

FAA–2022–0021; Project Identifier AD– 

2020–01283–A. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective June 27, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Piper Aircraft, Inc. 

Model PA–46–600TP airplanes, serial 

numbers 4698001, 4698004 through 4698146 

inclusive, 4698148, and 4698150 through 

4698157 inclusive, certificated in any 

category. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 5711, Wing Spar. 

(e) Unsafe Condition 

This AD results from testing that showed 

that the wing splice assembly could fail 

before the assembly reaches its established 

life limit. The FAA is issuing this AD to 

prevent failure of the wing splice assembly 

before the current established life limit. 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 90 days after the effective date of 

this AD, revise the Airworthiness Limitations 

section in the existing maintenance manual 

or instructions for continued airworthiness 

by reducing the life limit of the wing splice 

assembly part number 46W57A100–001 to 

3,767 hours time-in-service. 

Note 1 to paragraph (g): Section 4–00–00 

of Piper Aircraft, Inc. PA–46–600TP, M600 

Maintenance Manual, Airworthiness 

Limitations, Page 1, dated August 31, 2021, 

contains the life limit in paragraph (g) of this 

AD. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Atlanta ACO Branch, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. In accordance with 

14 CFR 39.19, send your request to your 

principal inspector or local Flight Standards 

District Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

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

this AD. 

(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 Fred Caplan, Aviation Safety 

Engineer, Atlanta ACO Branch, FAA, 1701 

Columbia Avenue, College Park, GA 30337; 

phone: (404) 474–5507; email: 

frederick.n.caplan@faa.gov. 

(2) For service information identified in 

this AD, contact Piper Aircraft, Inc., 2926 

Piper Drive, Vero Beach, FL, 32960; phone: 

(772) 291–2141; website: https:// 

www.piper.com. 

(j) Material Incorporated by Reference 

None. 

Issued on May 17, 2022. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–10863 Filed 5–20–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0509; Project 

Identifier AD–2022–00338–T; Amendment 

39–22038; AD 2022–09–18] 

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 707, 717, and 

727 airplanes; Model DC–8, DC–9, and 

DC–10 airplanes; Model MD–10 and 

MD–11 airplanes; Model DC–9–81 (MD– 

81), DC–9–82 (MD–82), DC–9–83 (MD– 

83), DC–9–87 (MD–87), and MD–88 

(collectively described, in the preamble 

of this AD, as MD–80) airplanes; and 

Model MD–90–30 airplanes. This AD 

was prompted by a determination that 

radio altimeters cannot be relied on 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. This AD requires 

revising the limitations and operating 

procedures sections of the existing 

airplane flight manual (AFM) to 

incorporate specific operating 

procedures for, depending on the 

airplane model, instrument landing 

system (ILS) approaches, non-precision 

approaches, ground spoiler deployment, 

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 May 23, 

2022. 

The FAA must receive comments on 

this AD by July 7, 2022. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0509; 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: Eric 

Igama, Aerospace Engineer, Systems 

and Equipment Section, FAA, Los 

Angeles ACO Branch, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5388; email: 

Roderick.Igama@faa.gov. 

SUPPLEMENTARY INFORMATION: 


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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.’’ 

3This preamble groups these models under the 

term ‘‘MD–80’’ in order to reflect the title and 

affected models of the ‘‘MD–80’’ bulletin described 

in the previous paragraph. The regulatory 

applicability of this AD, however, and required 

AFM changes, address the individual models of that 

‘‘MD–80’’ group. 

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– 

22–0038–01B(R1), dated February 2, 

2022 (for Model 707 and 727 operators); 

Boeing Multi Operator Message MOM– 

MOM–22–0030–01B(R3), dated March 

22, 2022 (for Model MD–10, MD–11, 

MD–80, and 717 operators); Boeing 

Multi Operator Message MOM–MOM– 

22–0040–01B, dated January 17, 2022 

(for Model DC–8, DC–9, and DC–10 

operators); Boeing MD–10 Flight Crew 

Operations Manual Bulletin 2–10C, 

‘‘Operation in airspace affected by 5G 

signal interference,’’ dated March 18, 

2022; Boeing MD–11 Flight Crew 

Operations Manual Bulletin 2–18C, 

‘‘Operation in airspace affected by 5G 

signal interference,’’ dated March 18, 

2022; and Boeing MD–80 Flight Crew 

Operations Manual Bulletin 80–2–019B, 

‘‘Operation in airspace affected by 5G 

signal interference,’’ dated February 1, 

2022; and Boeing 717 Flight Crew 

Operating Manual Bulletin FAB2 717– 

2–016C, ‘‘Operation in airspace affected 

by 5G signal interference,’’ dated March 

18, 2022. 

Based on Boeing’s data, the FAA 

identified an additional hazard 

presented by 5G C-Band interference on 

The Boeing Company Model 707 and 

727 airplanes; Model 717–200 airplanes; 

Model DC–8–10, DC–8–20, DC–8–30, 

and DC–8–40 airplanes; DC–8–50, DC– 

8–60, DC–8–60F, DC–8–70, DC–8–70F 

series airplanes; Model DC–8F–54 and 

DC–8F–55 airplanes; Model DC–9–10, 

DC–9–20, DC–9–30, DC–9–40, and DC– 

9–50 series airplanes; Model DC–10–10, 

DC–10–10F, DC–10–15, DC–10–30, DC– 

10–30F (KC–10A and KDC–10), DC–10– 

40, and DC–10–40F airplanes; Model 

MD–10–10F and MD–10–30F airplanes; 

Model MD–11 and MD–11F airplanes; 

Model DC–9–81 (MD–81), DC–9–82 

(MD–82), DC–9–83 (MD–83), DC–9–87 

(MD–87), and MD–88 (collectively 

described, in this preamble, as MD–80 3) 

airplanes; and Model MD–90–30 

airplanes. The FAA determined that 

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 depend on the 

airplane model and include, but are not 

limited to, flight guidance, autothrottle 

system, flight controls, traffic alert and 

collision avoidance system (TCAS), 

ground proximity warning system 

(GPWS), windshear advisory and 

guidance system (WAGS), and central 

aural warning system (CAWS). 

The effects on these impacted systems 

include: 

• Flight Guidance (for Model 717, 

MD–10, and MD–11 airplanes): 

Glideslope guidance sensitivity may be 

affected when conducting Category I ILS 

approaches to barometric altitude 

(BARO) minimums. During missed 

approach, pilot inputs into the flight 

control panel (FCP) may not result in 

commands to the flight director to 

provide speed or heading guidance, and 

may not provide altitude capture 

guidance. Simulator testing for Model 

MD–11 airplanes showed that in some 

cases the system will bias the flight 

director bars out of view when 

presented with the expected erroneous 

radio altimeter data, providing 

immediate and compelling information 

to the flightcrew to perform a go-around. 

If the flight director bars remain in view, 

appropriate guidance is still displayed, 

and other systems’ effects are sufficient 

to elicit proper pilot response to land (if 

visual) or conduct a go-around. Similar 

effects are expected for Model 717 and 

MD–10 airplanes due to similar system 

architecture. 

• Flight Guidance (for Model 707, 

727, DC–8, DC–9, DC–10, MD–80, and 

MD–90 airplanes): Glideslope guidance 

sensitivity may be affected when 

conducting Category I ILS approaches to 

BARO minimums. 

• Flight Guidance (for Model 717, 

MD–10, MD–11, MD–80, and MD–90 

airplanes): As specified in the operating 

procedures in paragraph (h) of this AD, 

non-precision approaches can be flown 

using LNAV/VNAV with flight 

directors, autopilot, and autothrottle to 

published BARO minimums. 

• Autothrottle System (for Model 717, 

MD–10, and MD–11 airplanes): 

RETARD, FMA RETARD, ALIGN, and 

FLARE functions and indications may 

be unreliable and may occur early, late, 

or not at all. If the autothrottle system 


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is not in the FLARE mode, LO SPD 

protection can engage and advance with 

autothrottles ON or OFF. 

• Autothrottle System (for Model 707, 

727, DC–8, DC–9, DC–10, MD–80, and 

MD–90 airplanes): Potentially erroneous 

autothrottle commands. 

• Flight Controls (for Model 717, MD– 

10, and MD–11 airplanes): Auto ground 

spoiler function may require manual 

extension. For Model MD–11 airplanes, 

longitudinal stability augmentation 

system (LSAS) and low altitude stability 

enhancement (LASE) may not function 

properly. The pitch attitude hold (PAH) 

may not wash out on schedule. Positive 

nose lowering (PNL) and pitch rate 

damping (PRD) may not be available 

during landing. Pitch attitude protection 

(PAP) may activate early, or not at all. 

If PAP is activated early, it may resist 

increasing pitch attitude, necessitating 

additional column pull force. 

• TCAS: May be unreliable and 

resolution advisories and voice 

warnings may not be inhibited below 

1,000 feet above ground level (AGL). 

• Enhanced ground proximity 

warning system (E–GPWS) and WAGS: 

May be unreliable and activate early, 

late, or not at all. 

• CAWS: CAWS annunciations may 

not provide proper aural warnings or 

altitude callouts and/or radio altimeter 

displayed values during flare. 

• Other simultaneous flight deck 

effects associated with the 5G C-Band 

interference could increase pilot 

workload. 

These erroneous indications and 

annunciations, as well as conflicting 

information, may be provided to the 

flightcrew during critical phases 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 are an unsafe 

condition. 

To address this unsafe condition, this 

AD mandates procedures for operators 

to incorporate specific operating 

procedures for, depending on the 

airplane model, ILS approaches, nonprecision approaches, ground spoiler 

deployment, and go-around 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 prohibits 

certain ILS approaches. Thus, this AD 

addresses procedures applicable only to 

those ILS approaches not already 

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 

these same type designs. 

AD Requirements 

This AD requires revising the 

limitations and operating procedures 

sections of the existing AFM to 

incorporate specific operating 

procedures for, depending on the 

airplane model, ILS approaches, nonprecision approaches, ground spoiler 

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 on to 

perform their intended function if they 

experience interference from wireless 

broadband operations in the 5G C-Band. 

The FAA recently determined that as a 

result of this interference, certain 

airplane systems may not properly 

function during approach, landings, and 

go-arounds, 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 the ongoing C-Band 

wireless broadband deployment. 

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–2022–0509 

and Project Identifier AD–2022–00338– 

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 


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confidential under the FOIA, and they 

will not be placed in the public docket 

of this AD. Submissions containing CBI 

should be sent to Eric Igama, Aerospace 

Engineer, Systems and Equipment 

Section, FAA, Los Angeles ACO Branch, 

3960 Paramount Boulevard, Lakewood, 

CA 90712–4137; phone: 562–627–5388; 

email: Roderick.Igama@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 476 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 $40,460 

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. 

Adoption of 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: 

2022–09–18 The Boeing Company: 

Amendment 39–22038; Docket No. 

FAA–2022–0509; Project Identifier AD– 

2022–00338–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective May 23, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company airplanes identified in paragraphs 

(c)(1) through (9) of this AD, certificated in 

any category. 

(1) Model 707–100 Long Body, –200, 

–100B Long Body, and –100B Short Body 

series airplanes, and Model 707–300, –300B, 

–300C, and –400 series airplanes. 

(2) Model 717–200 airplanes. 

(3) Model 727, 727C, 727–100, 727–100C, 

727–200, and 727–200F series airplanes. 

(4) Model DC–8–11, DC–8–12, DC–8–21, 

DC–8–31, DC–8–32, DC–8–33, DC–8–41, DC– 

8–42, DC–8–43, DC–8–51, DC–8–52, DC–8– 

53, DC–8–55, DC–8F–54, DC–8F–55, DC–8– 

61, DC–8–62, DC–8–63, DC–8–61F, DC–8– 

62F, DC–8–63F, DC–8–71, DC–8–72, DC–8– 

73, DC–8–71F, DC–8–72F, and DC–8–73F 

airplanes. 

(5) Model DC–9–11, DC–9–12, DC–9–13, 

DC–9–14, DC–9–15, DC–9–15F, DC–9–21, 

DC–9–31, DC–9–32, DC–9–32 (VC–9C), DC– 

9–32F, DC–9–32F (C–9A, C–9B), DC–9–33F, 

DC–9–34, DC–9–34F, DC–9–41, and DC–9–51 

airplanes. 

(6) Model DC–10–10, DC–10–10F, DC–10– 

15, DC–10–30, DC–10–30F (KC–10A and 

KDC–10), DC–10–40, and DC–10–40F 

airplanes. 

(7) Model MD–10–10F and MD–10–30F 

airplanes. 

(8) Model MD–11 and MD–11F airplanes. 

(9) Model DC–9–81 (MD–81), DC–9–82 

(MD–82), DC–9–83 (MD–83), DC–9–87 (MD– 

87), MD–88, and MD–90–30 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 on 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) Revision of Existing Airplane Flight 

Manual (AFM)—Limitations 

(1) For airplanes identified in paragraphs 

(c)(1) and (c)(3) through (6) of this AD: 

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 


lotter on DSK11XQN23PROD with RULES1
Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 31101 

(2) For airplanes identified in paragraphs 

(c)(2), (7), and (8) of this AD: 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 (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 

Limitations Section of the existing AFM. 

(3) For airplanes identified in paragraph 

(c)(9) of this AD: 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 3 

to paragraph (g)(3) of this AD. This may be 

done by inserting a copy of figure 3 to 

paragraph (g)(3) of this AD into the 

Limitations Section of the existing AFM. 


lotter on DSK11XQN23PROD with RULES1ER23MY22.000</GPH> ER23MY22.001</GPH>

Figure 1 to paragraph (g)(l)-AFM Limitations Revisionfor Model 707, 727, DC-8, 

DC-9 (except DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 

(MD-87)), and DC-10 

(Required by AD 2022-09-18) 

Radio Altimeter SG C-Band Interference, Approach Procedures 

The following limitations are required for ILS approaches 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). 

ILS Approaches 

Operators must use the Radio Altimeter 5G C-Band Interference, ILS 

Approaches procedure contained in the Operating Procedures Section of this 

AFM. 

Figure 2 to paragraph (g)(2) - AFM Limitations Revision for Model 717, MD-10, 

andMD-11 

(Required by AD 2022-09-18) 

Radio Altimeter SG C-Band Interference, Approach, Landing, and Go-Around 

Procedures 

The following limitations are required for approaches, landings, or go-arounds 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). 

ILS and Non Precision Approaches, Landing, and Go-Around 

Operators must use the Radio Altimeter 5G C-Band Interference, Approach, 

Landing, and Go-Around procedures contained in the Operating Procedures 

Section of this AFM. 
31102 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 

(h) Revision of Existing AFM—Operating 

Procedures 

(1) For airplanes identified in paragraphs 

(c)(1) and (3) through (6) of this AD: 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 4 to paragraph (h)(1) of 

this AD. This may be done by inserting a 

copy of figure 4 to paragraph (h)(1) of this AD 

into the Operating Procedures Section of the 

existing AFM. 

Note 1 to paragraph (h)(1): Guidance for 

accomplishing the actions required by 

paragraph (h)(1) of this AD can be found in 

Boeing Multi Operator Message MOM– 

MOM–22–0038–01B(R1), dated February 2, 

2022; and Boeing Multi Operator Message 

MOM–MOM–22–0040–01B, dated January 

17, 2022. 

(2) For airplanes identified in paragraph 

(c)(2) of this AD: 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 5 

to paragraph (h)(2) of this AD. This may be 

done by inserting a copy of figure 5 to 

paragraph (h)(2) of this AD into the Operating 

Procedures Section of the existing AFM. 

Note 2 to paragraph (h)(2): Guidance for 

accomplishing the actions required by 

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

Boeing Multi Operator Message MOM– 

MOM–22–0030–01B(R3), dated March 22, 

2022; and Boeing 717 Flight Crew Operating 

Manual Bulletin FAB2 717–2–016C, 

‘‘Operation in airspace affected by 5G signal 

interference,’’ dated March 18, 2022. 


lotter on DSK11XQN23PROD with RULES1ER23MY22.002</GPH> ER23MY22.003</GPH>

Figure 3 to paragraph (g)(3)-AFM Limitations Revisionfor Model DC-9-81 (MD-81), 

DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), MD-88, and MD-90-30 

(Required by AD 2022-09-18) 

Radio Altimeter SG C-Band Interference, Approach Procedures 

The following limitations are required for approaches in U.S. airspace in the presence 

of 5G C-Band wireless broadband interference as identified by NOT AM (NOT AMs 

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). 

ILS and Non Precision Approaches 

Operators must use the Radio Altimeter 5G C-Band Interference, Approaches 

procedures contained in the Operating Procedures Section of this AFM. 

Figure 4 to paragraph (h)(l)-AFM Operating Procedures Revision for 

Model 707, 727, DC-8, DC-9 (except DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 

(MD-83), and DC-9-87 (MD-87)), and DC-10 

(Required by AD 2022-09-18) 

Radio Altimeter SG C-Band Interference, ILS Approaches 

ILS Approaches 

For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot and 

autothrottles, and place both flight director switches to OFF prior to glideslope 

intercept. 
Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 31103 

(3) For airplanes identified in paragraph 

(c)(7) of this AD: 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 6 

to paragraph (h)(3) of this AD. This may be 

done by inserting a copy of figure 6 to 

paragraph (h)(3) of this AD into the Operating 

Procedures Section of the existing AFM. 

Note 3 to paragraph (h)(3): Guidance for 

accomplishing the actions required by 

paragraph (h)(3) of this AD can be found in 

Boeing Multi Operator Message MOM– 

MOM–22–0030–01B(R3), dated March 22, 

2022; and Boeing MD–10 Flight Crew 

Operations Manual Bulletin 2–10C, 

‘‘Operation in airspace affected by 5G signal 

interference,’’ dated March 18, 2022. 


lotter on DSK11XQN23PROD with RULES1ER23MY22.004</GPH>

Figure 5 to paragraph (h)(2) -AFM Operating Procedures Revision for 

Model 717 

(Required by AD 2022-09-18) 

Radio Altimeter SG C-Band Interference, Approach, Landing, and Go-Around 

ILS Approaches 

For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot prior to 

glideslope intercept. 

Note: Possible erroneous radio altimeter indications may affect autothrottles and flight 

director guidance; manually intervene if necessary. 

Non-Precision Approaches 

Non-precision instrument approaches can be conducted using LNA V /VNA V with 

flight directors, autopilot, and autothrottle to published BARO minimums. 

Landing 

For landing, the Auto Ground Spoiler function may require manual extension. If 

manual extension is required, calculate landing distance requirements as specified in 

Appendix 3, Auto Ground Spoiler System Inop, of this AFM. 

During Go-Around and Missed Approach 

If go-around is required, initial flight director pitch guidance will provide proper speed 

and pitch targets, but, under certain 5G interference conditions, the flight director 

cannot be commanded from the Flight Control Panel (FCP) to provide speed or 

heading guidance, and may not provide altitude capture guidance. If this guidance is 

not available, manually comply with missed approach procedures, including altitude 

constraints. 
31104 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 


lotter on DSK11XQN23PROD with RULES1ER23MY22.005</GPH>

Figure 6 to paragraph (h)(3) -AFM Operating Procedures Revision for 

Mode/MD-JO 

(Required by AD 2022-09-18) 

Radio Altimeter SG C-Band Interference, Approach, Landing, and Go-Around 

ILS Approaches 

For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot prior to 

glideslope intercept. 

Note: Possible erroneous radio altimeter indications may affect autothrottles and flight 

director guidance; manually intervene if necessary. 

Non-Precision Approaches 

Non-precision instrument approaches can be conducted using LNA V /VNA V with 

flight directors, autopilot, and autothrottle to published BARO minimums. 

Landing 

For landing, the Auto Ground Spoiler function may require manual extension. If 

manual extension is required, calculate landing distance requirements according to the 

following tables, as applicable. 
Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 31105 


lotter on DSK11XQN23PROD with RULES1ER23MY22.006</GPH>

SERIES 10 

50/EXT ESTIMATED LANDING DISTANCES (FEET) 

USE MANUAL SPOILERS 

Weight 1000 LB 260 280 300 320 340 360 380 400 

S.L. DRY 2800 2900 3030 3160 3290 3410 3540 3660 

STD=l5°C WET 3670 3810 3990 4190 4370 4540 4730 4900 

2000 FT DRY 2920 3030 3170 3310 3450 3580 3720 3840 

STD=l1°C WET 3840 3990 4190 4400 4600 4780 4980 5170 

4000 FT DRY 3060 3170 3320 3480 3620 3760 3920 4050 

STD=7°C WET 4040 4190 4410 4630 4850 5040 5260 5460 

6000 FT DRY 3210 3330 3490 3650 3820 3960 4130 4270 

STD=3°C WET 4240 4410 4650 4890 5120 5330 5570 5780 

8000 FT DRY 3360 3490 3670 3840 4020 4180 4360 4520 

STD=-1°C WET 4460 4650 4900 5160 5410 5640 5900 6130 

10000 FT DRY 3530 3670 3860 4060 4250 4420 4610 4780 

STD=-5°C WET 4690 4910 5180 5460 5730 5980 6260 6510 

NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then 

reverse idle to 60 KTAS, then forward idle to stop. {Includes Air Run Distance) 

CORRECTIONS: 

Temperature: Valid from STD -20°C to STD +40°C 

FEET PER °C DRY WET 

BELOW standard day -7 -10 

ABOVE standard day +37 +44 

Slope: Valid from -2% downhill to +2% uphill 

FEET PER 1 % SLOPE DRY WET 

UPHILL -46 -96 

DOWNHILL +257 +459 

Wind: Valid from -10 knot tailwind to + 20 knot headwind 

FEET PER KNOT DRY WET 

HEADWIND -20 -34 

TAILWIND +50 +68 
31106 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 


lotter on DSK11XQN23PROD with RULES1ER23MY22.007</GPH>

SERIES 10 

35/EXT ESTIMATED LANDING DISTANCES (FEET) 

USE MANUAL SPOILERS 

Weight 1000 LB 260 280 300 320 340 360 380 400 

S.L. DRY 2800 2900 3030 3170 3300 3420 3560 3680 

STD=l5°C WET 3710 3850 4050 4250 4450 4620 4820 4990 

2000 FT DRY 2930 3030 3180 3330 3470 3600 3740 3870 

STD=l1°C WET 3890 4040 4260 4480 4680 4870 5080 5270 

4000 FT DRY 3070 3180 3330 3490 3640 3790 3940 4080 

STD=7°C WET 4090 4260 4480 4720 4940 5150 5370 5580 

6000 FT DRY 3210 3340 3500 3670 3840 3990 4160 4310 

STD=3°C WET 4300 4490 4730 4980 5220 5440 5690 5910 

8000 FT DRY 3380 3510 3680 3870 4050 4210 4400 4560 

STD=-1°C WET 4530 4730 4990 5260 5530 5770 6030 6280 

10000 FT DRY 3550 3690 3880 4090 4280 4460 4650 4830 

STD=-5°C WET 4790 5000 5280 5580 5860 6120 6410 6670 

NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then 

reverse idle to 60 KTAS, then forward idle to stop. {Includes Air Run Distance) 

CORRECTIONS: 

Temperature: Valid from STD -20°C to STD +40°C 

FEET PER °C DRY WET 

BELOW standard day -7 -10 

ABOVE standard day +17 +25 

Slope: Valid from -2% downhill to +2% uphill 

FEET PER 1 % SLOPE DRY WET 

UPHILL -47 -99 

DOWNHILL +125 +300 

Wind: Valid from -10 knot tailwind to + 20 knot headwind 

FEET PER KNOT DRY WET 

HEADWIND -20 -34 

TAILWIND +30 +51 
Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 31107 


lotter on DSK11XQN23PROD with RULES1ER23MY22.008</GPH>

SERIES 30 

50/EXT ESTIMATED LANDING DISTANCES (FEET) 

USE MANUAL SPOILERS 

Weight 1000 LB 340 360 380 400 420 440 460 480 

S.L. DRY 3380 3530 3670 3800 3910 4050 4210 4370 

STD=l5°C WET 4500 4700 4900 5100 5270 5470 5690 5920 

2000 FT DRY 3550 3710 3850 4000 4120 4270 4440 4610 

STD=ll°C WET 4740 4960 5180 5390 5570 5790 6030 6280 

4000 FT DRY 3740 3900 4060 4220 4350 4510 4710 4910 

STD=7°C WET 5010 5250 5480 5710 5910 6150 6440 6720 

6000 FT DRY 3930 4110 4280 4450 4590 4770 5010 5240 

STD=3°C WET 5290 5550 5800 6050 6260 6520 6860 7200 

8000 FT DRY 4140 4330 4510 4720 4910 5120 5390 5650 

STD=-1°C WET 5590 5860 6130 6430 6710 7020 7390 7770 

10000 FT DRY 4370 4570 4770 5010 5260 5510 5800 6110 

STD=-5°C WET 5910 6210 6500 6840 7200 7560 7970 8410 

NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then 

reverse idle to 60 KTAS, then forward idle to stop. {Includes Air Run Distance) 

CORRECTIONS: 

Temperature: Valid from STD -20°C to STD +40°C 

FEET PER °C DRY WET 

BELOW standard day -10 -14 

ABOVE standard day +23 +34 

Slope: Valid from -2% downhill to +2% uphill 

FEET PER 1 % SLOPE DRY WET 

UPHILL -54 -116 

DOWNHILL +168 +380 

Wind: Valid from -10 knot tailwind to + 20 knot headwind 

FEET PER KNOT DRY WET 

HEADWIND -25 -41 

TAILWIND +79 +63 
31108 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 


lotter on DSK11XQN23PROD with RULES1ER23MY22.009</GPH>

SERIES 30 

35/EXT ESTIMATED LANDING DISTANCES (FEET) 

USE MANUAL SPOILERS 

Weight 1000 LB 340 360 380 400 420 440 460 480 

S.L. DRY 3500 3650 3810 3950 4070 4220 4390 4560 

STD=l5°C WET 4700 4920 5140 5360 5540 5760 6010 6250 

2000 FT DRY 3680 3840 4010 4160 4300 4460 4640 4820 

STD=ll°C WET 4960 5190 5440 5670 5870 6110 6380 6640 

4000 FT DRY 3870 4040 4230 4400 4540 4720 4930 5150 

STD=7°C WET 5250 5500 5770 6020 6240 6500 6810 7120 

6000 FT DRY 4080 4270 4460 4650 4800 4990 5250 5510 

STD=3°C WET 5550 5830 6110 6390 6620 6910 7270 7640 

8000 FT DRY 4300 4500 4710 4930 5140 5370 5650 5930 

STD=-1°C WET 5870 6170 6480 6800 7100 7430 7840 8240 

10000 FT DRY 4540 4760 4990 5250 5500 5780 6090 6400 

STD=-5°C WET 6210 6540 6870 7250 7610 8010 8460 8900 

NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then 

reverse idle to 60 KTAS, then forward idle to stop. {Includes Air Run Distance) 

CORRECTIONS: 

Temperature: Valid from STD -20°C to STD +40°C 

FEET PER °C DRY WET 

BELOW standard day -10 -15 

ABOVE standard day +26 +37 

Slope: Valid from -2% downhill to +2% uphill 

FEET PER 1 % SLOPE DRY WET 

UPHILL -58 -120 

DOWNHILL +179 +411 

Wind: Valid from -10 knot tailwind to + 20 knot headwind 

FEET PER KNOT DRY WET 

HEADWIND -26 -42 

TAILWIND +86 +68 
Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 31109 

(4) For airplanes identified in paragraph 

(c)(8) of this AD: 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 7 

to paragraph (h)(4) of this AD. This may be 

done by inserting a copy of figure 7 to 

paragraph (h)(4) of this AD into the Operating 

Procedures Section of the existing AFM. 

Note 4 to paragraph (h)(4): Guidance for 

accomplishing the actions required by 

paragraph (h)(4) of this AD can be found in 

Boeing Multi Operator Message MOM– 

MOM–22–0030–01B(R3), dated March 22, 

2022; and Boeing MD–11 Flight Crew 

Operations Manual Bulletin 2–18C, 

‘‘Operation in airspace affected by 5G signal 

interference,’’ dated March 18, 2022. 


lotter on DSK11XQN23PROD with RULES1ER23MY22.010</GPH>

During Go-Around and Missed Approach 

If go-around is required, initial flight director pitch guidance will provide proper speed 

and pitch targets, but, under certain 5G interference conditions, the flight director 

cannot be commanded from the Flight Control Panel (FCP) to provide speed or 

heading guidance, and may not provide altitude capture guidance. If this guidance is 

not available, manually comply with missed approach procedures, including altitude 

constraints. 
31110 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 


lotter on DSK11XQN23PROD with RULES1ER23MY22.011</GPH>

Figure 7 to paragraph (h )( 4) - AFM Operating Procedures Revision for 

Model MD-11 

(Required by AD 2022-09-18) 

Radio Altimeter SG C-Band Interference, Approach, Landing, and Go-Around 

ILS Approaches 

For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot prior to 

glideslope intercept. 

Note: Possible erroneous radio altimeter indications may affect autothrottles and flight 

director guidance; manually intervene if necessary. 

Non-Precision Approaches 

Non-precision instrument approaches can be conducted using LNAVNNAV with 

flight directors, autopilot, and autothrottle to published BARO minimums. 

Landing 

For landing, the Auto Ground Spoiler function may require manual extension. If 

manual extension is required, calculate landing distance requirements according to the 

following tables, as applicable. 
Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 31111 


lotter on DSK11XQN23PROD with RULES1ER23MY22.012</GPH>

50/EXT ESTIMATED LANDING DISTANCES (FEET) 

USE MAN SPOILERS 

General Electric CF6-80C2 Engines 

Weight 1000 LB 360 380 400 420 440 460 480 500 

S.L. DRY 4315 4480 4650 4803 4949 5126 5274 5453 

STD=l5°C WET 5156 5388 5604 5805 6008 6240 6443 6677 

2000FT DRY 4520 4695 4876 5039 5195 5384 5542 5734 

STD=ll°C WET 5466 5688 5927 6140 6355 6605 6827 7084 

4000 FT DRY 4738 4925 5118 5292 5459 5661 5830 6036 

STD=7°C WET 5777 6021 6275 6510 6743 7007 7241 7527 

6000 FT DRY 4975 5175 5381 5568 5747 5963 6145 6367 

STD=3°C WET 6125 6392 6658 6917 7166 7449 7710 7999 

8000 FT DRY 5229 5443 5663 5864 6057 6290 6486 6725 

STD=-l°C WET 6497 6787 7084 7354 7628 7939 8212 8538 

10000 FT DRY 5505 5734 5972 6188 6418 6693 6931 7208 

STD=-5°C WET 6920 7220 7544 7842 8155 8532 8853 9223 

NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then 

reverse idle to 60 KIAS, then forward idle to stop (includes air run distances). 

CORRECTIONS: 

Temperature: Valid from STD -20°C to STD +40°C 

FEET PER °C DRY WET 

BELOW standard day -12 -14 

ABOVE standard day +25 +35 

Slope: Valid from -2% downhill to +2% uphill 

FEET PER 1 % SLOPE DRY WET 

UPHILL -84 -137 

DOWNHILL +229 +444 

Wind: Valid from -10 knot tailwind to + 20 knot headwind 

FEET PER KNOT DRY WET 

HEADWIND -32 -46 

TAILWIND +83 +132 
31112 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 


lotter on DSK11XQN23PROD with RULES1ER23MY22.013</GPH>

35/EXT ESTIMATED LANDING DISTANCES (FEET) 

USE MAN SPOILERS 

General Electric CF6-80C2 Engines 

Weight 1000 LB 360 380 400 420 440 460 480 

S.L. DRY 4632 4803 4974 5155 5340 5496 5685 

STD=l5°C WET 5577 5795 6020 6257 6502 6717 6969 

2000FT DRY 4856 5039 5221 5414 5613 5780 5983 

STD=11°C WET 5890 6131 6373 6631 6893 7128 7394 

4000 FT DRY 5096 5291 5486 5693 5906 6085 6304 

STD=7°C WET 6249 6509 6763 7037 7317 7571 7864 

6000 FT DRY 5357 5566 5775 5998 6227 6420 6655 

STD=3°C WET 6631 6914 7190 7489 7798 8060 8380 

8000 FT DRY 5637 5862 6087 6326 6574 6782 7037 

STD=-1°C WET 7047 7348 7660 7980 8308 8600 8943 

10000 FT DRY 5943 6185 6428 6687 6963 7267 7546 

STD=-5°C WET 7513 7841 8166 8522 8888 9294 9675 

500 

5855 

7197 

6165 

7642 

6500 

8133 

6867 

8674 

7317 

9324 

7854 

10074 

NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then 

reverse idle to 60 KIAS, then forward idle to stop (includes air run distances). 

CORRECTIONS: 

Temperature: Valid from STD -20°C to STD +40°C 

FEET PER °C DRY WET 

BELOW standard day -13 -16 

ABOVE standard day +29 +39 

Slope: Valid from -2% downhill to +2% uphill 

FEET PER 1% SLOPE DRY WET 

UPHILL -94 -155 

DOWNHILL +275 +522 

Wind: Valid from -10 knot tailwind to + 20 knot headwind 

FEET PER KNOT DRY WET 

HEADWIND -35 -50 

TAILWIND +95 +143 
Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 31113 


lotter on DSK11XQN23PROD with RULES1ER23MY22.014</GPH>

50/EXT ESTIMATED LANDING DISTANCES (FEET) 

USE MAN SPOILERS 

Pratt & Whitney PW-4460/PW-4462 Engines 

Weight 1000 LB 360 380 400 420 440 460 480 

S.L. DRY 4316 4476 4641 4791 4963 5113 5262 

STD=l5°C WET 5050 5269 5498 5710 5922 6157 6371 

2000FT DRY 4526 4697 4875 5036 5190 5377 5535 

STD=11°C WET 5343 5585 5824 6053 6282 6531 6760 

4000 FT DRY 4751 4935 5125 5297 5463 5663 5832 

STD=7°C WET 5664 5914 6185 6425 6673 6943 7189 

6000 FT DRY 4993 5190 5394 5580 5757 5973 6154 

STD=3°C WET 6003 6284 6566 6826 7094 7392 7651 

8000 FT DRY 5253 5465 5684 5883 6075 6307 6503 

STD=-1°C WET 6382 6677 6983 7266 7550 7869 8158 

10000 FT DRY 5534 5762 5998 6214 6443 6718 6955 

STD=-5°C WET 6783 7107 7440 7749 8076 8457 8797 

500 

5443 

6626 

5728 

7035 

6038 

7477 

6375 

7969 

6741 

8494 

7232 

9182 

NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 60 KIAS, then 

forward idle to stop (includes air run distances). 

CORRECTIONS: 

Temperature: Valid from STD -20°C to STD +40°C 

FEET PER °C DRY WET 

BELOW standard day -11 -13 

ABOVE standard day +25 +34 

Slope: Valid from -2% downhill to +2% uphill 

FEET PER 1% SLOPE DRY WET 

UPHILL -83 -138 

DOWNHILL +228 +443 

Wind: Valid from -10 knot tailwind to + 20 knot headwind 

FEET PER KNOT DRY WET 

HEADWIND -33 -45 

TAILWIND +83 +128 
31114 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 


lotter on DSK11XQN23PROD with RULES1ER23MY22.015</GPH>

35/EXT ESTIMATED LANDING DISTANCES (FEET) 

USE MAN SPOILERS 

Pratt & Whitney PW-4460/PW-4462 Engines 

Weight 1000 LB 360 380 400 420 440 460 480 500 

S.L. DRY 4622 4790 4958 5138 5326 5484 5677 5850 

STD=l5°C WET 5422 5661 5902 6154 6422 6647 6923 7169 

2000FT DRY 4856 5035 5215 5406 5605 5773 5979 6165 

STD=l1°C WET 5755 6005 6265 6533 6812 7062 7353 7626 

4000 FT DRY 5105 5298 5491 5696 5908 6087 6307 6506 

STD=7°C WET 6102 6386 6659 6950 7251 7511 7825 8121 

6000 FT DRY 5373 5581 5788 6009 6238 6430 6665 6879 

STD=3°C WET 6493 6787 7084 7397 7724 8013 8345 8656 

8000 FT DRY 5662 5885 6109 6347 6594 6802 7056 7285 

STD=-1°C WET 6907 7220 7543 7887 8236 8548 8916 9254 

10000 FT DRY 5975 6216 6458 6716 6992 7296 7575 7882 

STD=-5°C WET 7353 7703 8047 8423 8815 9243 9646 10082 

NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 60 KIAS, then 

forward idle to stop (includes air run distances). 

CORRECTIONS: 

Temperature: Valid from STD -20°C to STD +40°C 

FEET PER °C DRY WET 

BELOW standard day -11 -15 

ABOVE standard day +28 +39 

Slope: Valid from -2% downhill to +2% uphill 

FEET PER 1 % SLOPE DRY WET 

UPHILL -93 -151 

DOWNHILL +273 +524 

Wind: Valid from -10 knot tailwind to + 20 knot headwind 

FEET PER KNOT DRY WET 

HEADWIND -35 -48 

TAILWIND +94 +140 
Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 31115 

(5) For airplanes identified in paragraph 

(c)(9) of this AD: 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 8 

to paragraph (h)(5) of this AD. This may be 

done by inserting a copy of figure 8 to 

paragraph (h)(5) of this AD into the Operating 

Procedures Section of the existing AFM. 

Note 5 to paragraph (h)(5): Guidance for 

accomplishing the actions required by 

paragraph (h)(5) of this AD can be found in 

Boeing Multi Operator Message MOM– 

MOM–22–0030–01B(R3), dated March 22, 

2022; and Boeing MD–80 Flight Crew 

Operations Manual Bulletin 80–2–019B, 

‘‘Operation in airspace affected by 5G signal 

interference,’’ dated February 1, 2022. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) 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 (j)(1) of 

this AD. Information may be emailed to: 9- 

ANM-LAACO-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 Eric Igama, Aerospace Engineer, 

Systems and Equipment Section, FAA, Los 

Angeles ACO Branch, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5388; email: 

Roderick.Igama@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. 


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During Go-Around and Missed Approach 

If go-around is required, initial flight director pitch guidance will provide proper speed 

and pitch targets, but, under certain 5G interference conditions, the flight director 

cannot be commanded from the Flight Control Panel (FCP) to provide speed or 

heading guidance, and may not provide altitude capture guidance. If this guidance is 

not available, manually comply with missed approach procedures, including altitude 

constraints. 

Figure 8 to paragraph (h)(S) - AFM Operating Procedures Revision for 

Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), 

MD-88, and MD-90-30 

(Required by AD 2022-09-18) 

Radio Altimeter SG C-Band Interference, Approaches 

ILS Approaches 

For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot and 

autothrottles, and place both flight director switches to OFF prior to glideslope 

intercept. 

Note: Possible erroneous radio altimeter indications may affect autopilot, autothrottles, 

and flight director guidance; manually intervene if necessary. 

Non-Precision Approaches 

Non-precision instrument approaches can be conducted using LNA V NNA V with 

flight directors, autopilot, and autothrottle to published BARO minimums. 
31116 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 

Issued on April 28, 2022. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–11058 Filed 5–18–22; 4:15 pm] 

BILLING CODE 4910–13–C 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0519; Project 

Identifier MCAI–2022–00589–R; Amendment 

39–22050; AD 2022–10–51] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters and Airbus Helicopters 

Deutschland GmbH (AHD) Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for Airbus 

Helicopters Model AS350B, AS350B1, 

AS350B2, AS350B3, AS350BA, 

AS350D, AS355E, AS355F, AS355F1, 

AS355F2, AS355N, AS355NP, EC130B4, 

and EC130T2 helicopters; and Airbus 

Helicopters Deutschland GmbH (AHD) 

Model EC135P1, EC135P2, EC135P2+, 

EC135P3, EC135T1, EC135T2, 

EC135T2+, EC135T3, MBB–BK 117 C–2, 

MBB–BK 117 D–2, and MBB–BK 117 D– 

3 helicopters. This AD was prompted by 

a supplier report of a non-conformity 

occurring during production. This AD 

requires removing certain flight control 

Flexball cables from service and 

prohibits installing those flight control 

Flexball cables on any helicopter, as 

specified in a European Union Aviation 

Safety Agency (EASA) AD, which is 

incorporated by reference. This AD also 

requires reporting certain information. 

The FAA previously sent an emergency 

AD to all known U.S. owners and 

operators of these helicopters. The FAA 

is issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective June 7, 2022. 

Emergency AD 2022–10–51, issued on 

May 3, 2022, which contained the 

requirements of this amendment, was 

effective with actual notice. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 7, 2022. 

The FAA must receive comments on 

this AD by July 7, 2022. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE, Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For EASA material incorporated by 

reference (IBR) in this final rule, 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 this IBR material on the EASA 

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

For Airbus Helicopters service 

information identified in this final rule, 

contact Airbus Helicopters, 2701 North 

Forum Drive, Grand Prairie, TX 75052; 

telephone (972) 641–0000 or (800) 232– 

0323; fax (972) 641–3775; or at https:// 

www.airbus.com/helicopters/services/ 

technical-support.html. You may view 

this material 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. Service 

information that is IBRed is also 

available in the AD docket at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2022– 

0519. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0519; 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, the EASA emergency AD, any 

comments received, and other 

information. The street address for 

Docket Operations is listed above. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Kristi Bradley, Program Manager, COS 

Program Management Section, 

Operational Safety Branch, Compliance 

& Airworthiness Division, FAA, 10101 

Hillwood Pkwy., Fort Worth, TX 76177; 

telephone (817) 222–5110; email 

kristin.bradley@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

On May 3, 2022, the FAA issued 

Emergency AD 2022–10–51 for Airbus 

Helicopters Model AS350B, AS350B1, 

AS350B2, AS350B3, AS350BA, 

AS350D, AS355E, AS355F, AS355F1, 

AS355F2, AS355N, AS355NP, EC130B4, 

and EC130T2 helicopters; and Airbus 

Helicopters Deutschland GmbH (AHD) 

Model EC135P1, EC135P2, EC135P2+, 

EC135P3, EC135T1, EC135T2, 

EC135T2+, EC135T3, MBB–BK 117 C–2, 

MBB–BK 117 D–2, and MBB–BK 117 D– 

3 helicopters. Emergency AD 2022–10– 

51 requires removing certain partnumbered and serial-numbered flight 

control Flexball cables from service and 

prohibits installing those flight control 

Flexball cables on any helicopter. 

Emergency AD 2022–10–51 also 

requires reporting certain information to 

Airbus Helicopters or AHD, as 

applicable. The FAA sent the emergency 

AD to all known U.S. owners and 

operators of these helicopters. That 

action was prompted by EASA 

Emergency AD 2022–0077–E, dated 

April 29, 2022 (EASA AD 2022–0077– 

E), to correct an unsafe condition for 

Airbus Helicopters (AH), formerly 

Eurocopter, Eurocopter France, 

Aerospatiale, Model AS 350 B, AS 350 

B1, AS 350 B2, AS 350 B3, AS 350 BA, 

AS 350 BB, AS 350 D, AS 355 E, AS 355 

F, AS 355 F1, AS 355 F2, AS 355 N, AS 

355 NP, EC 130 B4, and EC 130 T2 

helicopters, all serial numbers (S/Ns); 

and Airbus Helicopters Deutschland 

GmbH (AHD), formerly Eurocopter 

Deutschland GmbH, Eurocopter Espan ̃ a 

S.A., Model EC 135 T1, EC 135 T2, EC 

135 T2+, EC 135 T3, EC 135 P1, EC 135 

P2, EC 135 P2+, EC 135 P3, EC 635 T1, 

EC 635 T2+, EC 635 T3, EC 635 P2+, EC 

635 P3, MBB–BK 117 D–2, MBB–BK 117 

D–3, MBB–BK 117 D–3m, and MBB–BK 

117 C–2 helicopters, all S/Ns. 

The FAA is issuing this AD to address 

non-conforming flight control Flexball 

cables, which, if not addressed, could 

result in increased friction inside the 

flight control Flexball cables, jamming 

of the flight controls, and subsequent 

loss of control of the helicopter. See 

EASA AD 2022–0077–E for additional 

background information. 

Related Service Information Under 1 

CFR Part 51 

EASA AD 2022–0077–E requires 

replacing affected flight control Flexball 

cables with a serviceable part and 

prohibits installing an affected flight 

control Flexball cable on any helicopter. 

This material is reasonably available 

because the interested parties have 

access to it through their normal course 


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