[Federal Register Volume 87, Number 99 (Monday, May 23, 2022)]
[Rules and Regulations]
[Pages 31097-31116]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-11058]


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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.

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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:
    <bullet> Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
    <bullet> Fax: 202-493-2251.
    <bullet> 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.
    <bullet> 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: <a href="/cdn-cgi/l/email-protection#31635e55544358525a1f7856505c50715750501f565e47"><span class="__cf_email__" data-cfemail="7b29141f1e0912181055321c1a161a3b1d1a1a551c140d">[email protected]</span></a>.

SUPPLEMENTARY INFORMATION:

[[Page 31098]]

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, C-Band 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.
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    \1\ The FCC's rules did not make C-Band wireless broadband 
available in Alaska, Hawaii, and the U.S. Territories.
    \2\ The 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.''
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    The radio altimeter is an important aircraft instrument, and its 
intended function is to provide direct height-above-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 out-of-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).
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    \3\ This 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.
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    The effects on these impacted systems include:
    <bullet> 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.
    <bullet> 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.
    <bullet> 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.
    <bullet> 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

[[Page 31099]]

is not in the FLARE mode, LO SPD protection can engage and advance with 
autothrottles ON or OFF.
    <bullet> Autothrottle System (for Model 707, 727, DC-8, DC-9, DC-
10, MD-80, and MD-90 airplanes): Potentially erroneous autothrottle 
commands.
    <bullet> 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.
    <bullet> TCAS: May be unreliable and resolution advisories and 
voice warnings may not be inhibited below 1,000 feet above ground level 
(AGL).
    <bullet> Enhanced ground proximity warning system (E-GPWS) and 
WAGS: May be unreliable and activate early, late, or not at all.
    <bullet> CAWS: CAWS annunciations may not provide proper aural 
warnings or altitude callouts and/or radio altimeter displayed values 
during flare.
    <bullet> 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, non-precision 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, non-
precision 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

[[Page 31100]]

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: <a href="/cdn-cgi/l/email-protection#bceed3d8d9ced5dfd792f5dbddd1ddfcdadddd92dbd3ca"><span class="__cf_email__" data-cfemail="da88b5bebfa8b3b9b1f493bdbbb7bb9abcbbbbf4bdb5ac">[email protected]</span></a>. 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
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
                Action                         Labor cost           Parts cost        product        operators
----------------------------------------------------------------------------------------------------------------
AFM revision..........................  1 work-hour x $85 per                 $0             $85         $40,460
                                         hour = $85.
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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

0
1. The authority citation for part 39 continues to read as follows:

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


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  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

[[Page 31101]]

[GRAPHIC] [TIFF OMITTED] TR23MY22.000

    (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.
[GRAPHIC] [TIFF OMITTED] TR23MY22.001

    (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.

[[Page 31102]]

[GRAPHIC] [TIFF OMITTED] TR23MY22.002

(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.
[GRAPHIC] [TIFF OMITTED] TR23MY22.003

    (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.

[[Page 31103]]

[GRAPHIC] [TIFF OMITTED] TR23MY22.004

    (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.

[[Page 31104]]

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[GRAPHIC] [TIFF OMITTED] TR23MY22.010

    (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.

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[GRAPHIC] [TIFF OMITTED] TR23MY22.016

    (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.
[GRAPHIC] [TIFF OMITTED] TR23MY22.017

(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: <a href="/cdn-cgi/l/email-protection#dce5f19d9291f1909d9d9f93f19d91939ff18eb9ada9b9afa8af9cbabdbdf2bbb3aa"><span class="__cf_email__" data-cfemail="6c55412d222141202d2d2f23412d21232f413e091d19091f181f2c0a0d0d420b031a">[email protected]</span></a>.
    (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: <a href="/cdn-cgi/l/email-protection#abf9c4cfced9c2c8c085e2cccac6caebcdcaca85ccc4dd"><span class="__cf_email__" data-cfemail="e7b5888382958e848cc9ae80868a86a7818686c9808891">[email protected]</span></a>.
    (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.


[[Page 31116]]


    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


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