Rule2022-03144
Airworthiness Directives; The Boeing Company Airplanes
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
February 14, 2022
Effective
February 14, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes and Model 767 airplanes. This AD was prompted by a determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band), and a recent determination that, during approach, landings, and go-arounds, as a result of this interference, certain airplane systems may not properly function, resulting in increased flightcrew workload while on approach with the flight director, autothrottle, or autopilot engaged. The FAA is issuing this AD to address 5G C-Band interference that could result in increased flightcrew workload and could lead to reduced ability of the flightcrew to maintain safe flight and landing of the airplane. This AD requires revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate specific operating procedures for landing distance calculations, instrument landing system (ILS) approaches, non-precision approaches, speedbrake deployment, 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.
Full Text
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<title>Federal Register, Volume 87 Issue 30 (Monday, February 14, 2022)</title>
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[Federal Register Volume 87, Number 30 (Monday, February 14, 2022)]
[Rules and Regulations]
[Pages 8152-8158]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-03144]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0095; Project Identifier AD-2022-00054-T;
Amendment 39-21947; AD 2022-04-05]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
The Boeing Company Model 757 airplanes and Model 767 airplanes. This AD
was prompted by a determination that radio altimeters cannot be relied
upon to perform their intended function if they experience interference
from wireless broadband operations in the 3.7-3.98 GHz frequency band
(5G C-Band), and a recent determination that, during approach,
landings, and go-arounds, as a result of this interference, certain
airplane systems may not properly function, resulting in increased
flightcrew workload while on approach with the flight director,
autothrottle, or autopilot engaged. The FAA is issuing this AD to
address 5G C-Band interference that could result in increased
flightcrew workload and could lead to reduced ability of the flightcrew
to maintain safe flight and landing of the airplane. This AD requires
revising the limitations and operating procedures sections of the
existing airplane flight manual (AFM) to incorporate specific operating
procedures for landing distance calculations, instrument landing system
(ILS) approaches, non-precision approaches, speedbrake deployment,
[[Page 8153]]
and go-around and missed approaches, when in the presence of 5G C-Band
interference as identified by Notices to Air Missions (NOTAMs). The FAA
is issuing this AD to address the unsafe condition on these products.
DATES: This AD is effective February 14, 2022.
The FAA must receive comments on this AD by March 31, 2022.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
<bullet> Federal eRulemaking Portal: Go to <a href="https://www.regulations.gov">https://www.regulations.gov</a>. 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 <a href="https://www.regulations.gov">https://www.regulations.gov</a> by
searching for and locating Docket No. FAA-2022-0095; or in person at
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket contains this final rule, any
comments received, and other information. The street address for the
Docket Operations is listed above.
FOR FURTHER INFORMATION CONTACT: For Model 757 airplanes, contact
Jeffrey Palmer, Aerospace Engineer, Systems and Equipment Section, FAA,
Los Angeles ACO Branch, 3960 Paramount Boulevard, Lakewood, CA 90712-
4137; phone: 562-627-5351; email: <a href="/cdn-cgi/l/email-protection#355f50535347504c1b421b455459585047755354541b525a43"><span class="__cf_email__" data-cfemail="6d07080b0b1f0814431a431d0c0100081f2d0b0c0c430a021b">[email protected]</span></a>. For Model
767 airplanes, contact Dean Thompson, Senior Aerospace Engineer,
Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South
216th St., Des Moines, WA 98198; phone and fax: 206-231-3165; email:
<a href="/cdn-cgi/l/email-protection#81e5e4e0efaff3aff5e9eeecf1f2eeefc1e7e0e0afe6eef7"><span class="__cf_email__" data-cfemail="d6b2b3b7b8f8a4f8a2beb9bba6a5b9b896b0b7b7f8b1b9a0">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Background
In March 2020, the United States Federal Communications Commission
(FCC) adopted final rules authorizing flexible use of the 3.7-3.98 GHz
band for next generation services, including 5G and other advanced
spectrum-based services.\1\ Pursuant to these rules, 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-22-0022-01B(R2), dated February 1, 2022; Boeing Flight Crew
Operations Manual Bulletin TBC-67 R1, ``Radio Altimeter Anomalies due
to 5G C-Band Wireless Broadband Interference in the United States,''
dated February 1, 2022; Boeing Flight Crew Operations Manual Bulletin
TBCC-72 R1, ``Radio Altimeter Anomalies due to 5G C-Band Wireless
Broadband Interference in the United States,'' dated February 1, 2022;
Boeing Flight Crew Operations Manual Bulletin TBC-86 R1, ``Radio
Altimeter Anomalies due to 5G C-Band Wireless Broadband Interference in
the United States,'' dated February 1, 2022; and Boeing Flight Crew
Operations Manual Bulletin TBC4-33 R1, ``Radio Altimeter Anomalies due
to 5G C-Band Wireless Broadband Interference in the United States,''
dated February 1, 2022; for Model 757 and 767 airplanes.
Based on Boeing's data, the FAA identified an additional hazard
presented by 5G C-Band interference on The Boeing Company Model 757 and
767 airplanes. The FAA determined anomalies due to 5G C-Band
interference may affect multiple other airplane systems using radio
altimeter data, regardless of the approach type or weather. These
anomalies may not be evident until very low altitudes. Impacted systems
include, but are not limited to, autopilot flight director system;
autothrottle system; flight controls; flight instruments; traffic alert
and collision avoidance system (TCAS); ground proximity warning system
(GPWS); and configuration warnings.
In the event of 5G C-Band interference, landing performance and
flightcrew workload can be adversely impacted. This may have multiple
effects, including:
<bullet> Autopilot Flight Director System: NO AUTOLAND Autopilot
Status Annunciation may be shown; autopilot may not engage; autopilot
disconnect may occur when LAND 2 or LAND 3 status is shown; the flight
directors may provide erroneous guidance during ILS approaches;
autoland runway alignment may not occur or may activate earlier or
later than expected; autoland flare may not occur, however, FLARE mode
can be erroneously annunciated on the FMA (flight mode annunciation);
or go-around mode may not be available.
<bullet> Autothrottle System: Autothrottle can remain in SPD
(speed) mode and may advance to maintain speed during flare instead of
reducing the thrust to
[[Page 8154]]
IDLE; or autothrottle may retard to idle prematurely in the flare.
<bullet> Flight Controls: Automatic speedbrake deployment may not
occur after touchdown (for Model 757 and 767 models with Yaw Damper
Stabilizer Trim module (YSM)); or SPEEDBRAKES EXT Caution message may
not be available.
<bullet> Flight Instruments: The RA (radio altimeter) indication
may not be shown; the RADIO minimums indications (flashing or turning
amber) may not be shown or may be erroneous; the rising runway symbol
may not be shown; the localizer deviation alert amber scale and
flashing pointer may not be shown (deviation indications are still
available); or the glideslope deviation alert amber scale and flashing
pointer may not be shown (deviation indications are still available).
<bullet> TCAS: TCAS alerts may not be available (TCAS alerts that
do occur will be valid); or TCAS inhibits for resolution advisories may
be erroneous.
<bullet> GPWS: GPWS alerts may not be available or may be erroneous
(although look-ahead terrain alerting remains available); radio
altimeter-based altitude and minimums aural callouts during approach
may not be available or erroneous; or windshear detection systems
(predictive and reactive) may be inoperative.
<bullet> Configuration Warnings: Erroneous landing gear
configuration warning may occur.
<bullet> Considerations for Dispatch: For Model 757 and 767
airplanes with YSM, adjust operational (time of arrival) landing
distance for manual speedbrakes. For airplanes without YSM, no impacts
on dispatch landing performance calculations.
<bullet> Other simultaneous flight deck effects associated with the
5G C-Band interference could increase pilot workload.
These effects may cause erroneous indications and annunciations, as
well as conflicting information, being provided to the flightcrew
during a critical phase of flight. This could lead to reduced ability
of the flightcrew to maintain safe flight and landing of the airplane,
and is an unsafe condition.
To address this unsafe condition, this AD mandates procedures for
operators to incorporate specific operating procedures for landing
distance calculations, ILS approaches, non-precision approaches,
speedbrake deployment, and go-around and missed approaches, when in the
presence of 5G C-Band interference as identified by NOTAMs.
The FAA notes that for those airplanes equipped with YSM, the 5G
interference to the radio altimeter creates an error to the YSM which
causes the speedbrakes to not automatically deploy on landing; the
flightcrew must manually deploy the speedbrakes when this occurs.
Further, the additional landing distance calculation is required due to
the differences in manual deployment versus automatic deployment during
landing.
Finally, the FAA notes that AD 2021-23-12 remains in effect and
thus prohibits certain ILS approaches. Thus, this AD addresses
procedures applicable only to those ILS approaches not prohibited by AD
2021-23-12.
The FAA is issuing this AD to address the unsafe condition on these
products.
FAA's Determination
The FAA is issuing this AD because the agency has determined the
unsafe condition described previously is likely to exist or develop in
other products of the same type design.
AD Requirements
This AD requires revising the limitations and operating procedures
sections of the existing AFM to incorporate specific operating
procedures for landing distance calculations, ILS approaches, non-
precision approaches, speedbrake deployment, and go-around and missed
approaches, when in the presence of 5G C-Band interference as
identified by NOTAMs.
Compliance With AFM Revisions
Section 91.9 prohibits any person from operating a civil aircraft
without complying with the operating limitations specified in the AFM.
FAA regulations also require operators to furnish pilots with any
changes to the AFM (14 CFR 121.137) and pilots in command to be
familiar with the AFM (14 CFR 91.505).
Interim Action
The FAA considers this AD to be an interim action. If final action
is later identified, the FAA might consider further rulemaking.
Justification for Immediate Adoption and Determination of the Effective
Date
Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5
U.S.C. 551 et seq.) authorizes agencies to dispense with notice and
comment procedures for rules when the agency, for ``good cause,'' finds
that those procedures are ``impracticable, unnecessary, or contrary to
the public interest.'' Under this section, an agency, upon finding good
cause, may issue a final rule without providing notice and seeking
comment prior to issuance. Further, section 553(d) of the APA
authorizes agencies to make rules effective in less than thirty days,
upon a finding of good cause.
An unsafe condition exists that requires the immediate adoption of
this AD without providing an opportunity for public comments prior to
adoption. The FAA has found that the risk to the flying public
justifies forgoing notice and comment prior to adoption of this rule
because the FAA determined that radio altimeters cannot be relied upon
to perform their intended function if they experience interference from
wireless broadband operations in the 5G C-Band, and a determination
that, during approach, landings, and 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 increased
flightcrew workload could lead to reduced ability of the flightcrew to
maintain safe flight and landing of the airplane. The urgency is based
on the hazard presented by 5G C-Band interference, and on C-Band
wireless broadband deployment, which began in phases with operations on
January 19, 2022. Accordingly, notice and opportunity for prior public
comment are impracticable and contrary to the public interest pursuant
to 5 U.S.C. 553(b)(3)(B).
In addition, the FAA finds that good cause exists pursuant to 5
U.S.C. 553(d) for making this amendment effective in less than 30 days,
for the same reasons the FAA found good cause to forgo notice and
comment.
Comments Invited
The FAA invites you to send any written data, views, or arguments
about this final rule. Send your comments to an address listed under
ADDRESSES. Include Docket No. FAA-2022-0095 and Project Identifier AD-
2022-00054-T at the beginning of your comments. The most helpful
comments reference a specific portion of the final rule, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
this final rule because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
<a href="https://www.regulations.gov">https://www.regulations.gov</a>, including any
[[Page 8155]]
personal information you provide. The agency will also post a report
summarizing each substantive verbal contact received about this final
rule.
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this AD contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this AD, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this AD. Submissions containing CBI for Model 757 airplanes
should be sent to Jeffrey Palmer, Aerospace Engineer, Systems and
Equipment Section, FAA, Los Angeles ACO Branch, 3960 Paramount
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5351; email:
<a href="/cdn-cgi/l/email-protection#abc1cecdcdd9ced285dc85dbcac7c6ced9ebcdcaca85ccc4dd"><span class="__cf_email__" data-cfemail="87ede2e1e1f5e2fea9f0a9f7e6ebeae2f5c7e1e6e6a9e0e8f1">[email protected]</span></a>. Submissions containing CBI for Model 767
airplanes should be sent to Dean Thompson, Senior Aerospace Engineer,
Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South
216th St., Des Moines, WA 98198; phone and fax: 206-231-3165; email:
<a href="/cdn-cgi/l/email-protection#c6a2a3a7a8e8b4e8b2aea9abb6b5a9a886a0a7a7e8a1a9b0"><span class="__cf_email__" data-cfemail="1b7f7e7a753569356f7374766b6874755b7d7a7a357c746d">[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 1,138 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
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AFM revision.......................... 1 work-hour x $85 per $0 $85 $96,730
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.
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:
2022-04-05 The Boeing Company: Amendment 39-21947; Docket No. FAA-
2022-0095; Project Identifier AD-2022-00054-T.
(a) Effective Date
This airworthiness directive (AD) is effective February 14,
2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all The Boeing Company airplanes identified
in paragraphs (c)(1) and (2) of this AD, certificated in any
category.
(1) Model 757-200, -200PF, -200CB, and -300 series airplanes.
(2) Model 767-200, -300, -300F, -400ER, and -2C series
airplanes.
(d) Subject
Air Transport Association (ATA) of America Code 34, Navigation.
(e) Unsafe Condition
This AD was prompted by a determination that radio altimeters
cannot be relied upon to perform their intended function if they
experience interference from wireless broadband operations in the
3.7-3.98 GHz frequency band (5G C-Band), and a determination that,
during approach, landings, and go-arounds, as a result of this
interference, certain airplane systems may not properly function,
resulting in increased flightcrew workload while on approach with
the flight director, autothrottle, or autopilot engaged. The FAA is
issuing this AD to address 5G C-Band interference that could result
in increased flightcrew workload and could lead to reduced ability
of the flightcrew to maintain safe flight and landing of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Airplane Flight Manual (AFM) Revision
(1) Within 2 days after the effective date of this AD: Revise
the Limitations Section of the existing AFM to include the
information specified in figure 1 to paragraph (g)(1) of
[[Page 8156]]
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
[GRAPHIC] [TIFF OMITTED] TR14FE22.012
(2) Within 2 days after the effective date of this AD: Revise
the Operating Procedures Section of the existing AFM to include the
information specified in figure 2 to paragraph (g)(2) of this AD.
This may be done by inserting a copy of figure 2 to paragraph (g)(2)
of this AD into the Operating Procedures Section of the existing
AFM.
[[Page 8157]]
[GRAPHIC] [TIFF OMITTED] TR14FE22.013
BILLING CODE 4910-13-C
Note 1 to paragraph (g)(2): Guidance for accomplishing the
actions required by paragraph (g)(2) of this AD can be found in
Boeing Multi Operator Message MOM-MOM-22-0022-01B(R2), dated
February 1, 2022; Boeing Flight Crew Operations Manual Bulletin TBC-
67 R1, ``Radio Altimeter Anomalies due to 5G C-Band Wireless
Broadband Interference in the United States,'' dated February 1,
2022; Boeing Flight Crew Operations Manual Bulletin TBCC-72 R1,
``Radio Altimeter Anomalies due to 5G C-Band Wireless Broadband
Interference in the United States,'' dated February 1, 2022; Boeing
Flight Crew Operations Manual Bulletin TBC-86 R1, ``Radio Altimeter
Anomalies due to 5G C-Band Wireless Broadband Interference in the
United States,'' dated February 1, 2022; and Boeing Flight Crew
Operations Manual Bulletin TBC4-33 R1, ``Radio Altimeter Anomalies
due to 5G C-Band Wireless Broadband Interference in the United
States,'' dated February 1, 2022.
(h) Alternative Methods of Compliance (AMOCs)
(1) For Model 757 airplanes: The Manager, Los Angeles ACO
Branch, FAA, has the authority to approve AMOCs for this AD, if
requested using the procedures found in 14 CFR 39.19. In accordance
with 14 CFR 39.19, send your request to your principal inspector or
responsible Flight Standards Office, as appropriate. If sending
information directly to the manager of the certification office,
send it to the attention of the person identified in paragraph
(i)(1) of this AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#784155393635553439393b37553935373b552a1d090d1d0b0c0b381e1919561f170e"><span class="__cf_email__" data-cfemail="1b22365a555636575a5a5854365a56545836497e6a6e7e686f685b7d7a7a357c746d">[email protected]</span></a>. For Model 767 airplanes: The Manager, Seattle ACO
Branch, FAA, has the authority to approve AMOCs for this AD, if
requested using the procedures found in 14 CFR 39.19. In accordance
with 14 CFR 39.19, send your request to your principal inspector or
responsible Flight Standards Office, as appropriate. If sending
information directly to the manager of the certification office,
send it to the attention of the person identified in paragraph
(i)(2) of this AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#3f06127e7172126c5a5e4b4b535a127e7c70127e72707c126d5a4e4a5a4c4b4c7f595e5e11585049"><span class="__cf_email__" data-cfemail="2f16026e6162027c4a4e5b5b434a026e6c60026e62606c027d4a5e5a4a5c5b5c6f494e4e01484059">[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.
(i) Related Information
(1) For more information about this AD for Model 757 airplanes,
contact Jeffrey W. Palmer, Aerospace Engineer, Systems and Equipment
Section, FAA, Los Angeles ACO Branch, 3960 Paramount Boulevard,
Lakewood, CA 90712-4137; phone: 562-627-5351; email:
<a href="/cdn-cgi/l/email-protection#adc7c8cbcbdfc8d483da83ddccc1c0c8dfedcbcccc83cac2db"><span class="__cf_email__" data-cfemail="5c36393a3a2e3925722b722c3d3031392e1c3a3d3d723b332a">[email protected]</span></a>.
(2) For more information about this AD for Model 767 airplanes,
contact Dean Thompson, Senior Aerospace Engineer, Systems and
Equipment Section, FAA, Seattle ACO Branch, 2200 South 216th St.,
[[Page 8158]]
Des Moines, WA 98198; phone and fax: 206-231-3165; email:
<a href="/cdn-cgi/l/email-protection#f89c9d9996d68ad68c909795888b9796b89e9999d69f978e"><span class="__cf_email__" data-cfemail="781c1d1916560a560c101715080b1716381e1919561f170e">[email protected]</span></a>.
(3) For service information identified in this AD that is not
incorporated by reference, contact Boeing Commercial Airplanes,
Attention: Contractual & Data Services (C&DS), 2600 Westminster
Blvd., MC 110 SK57, Seal Beach, CA 90740-5600; telephone 562-797-
1717; internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
(j) Material Incorporated by Reference
None.
Issued on February 7, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2022-03144 Filed 2-10-22; 11:15 am]
BILLING CODE 4910-13-P
</pre><script data-cfasync="false" src="/cdn-cgi/scripts/5c5dd728/cloudflare-static/email-decode.min.js"></script></body>
</html>Indexed from Federal Register on February 14, 2022.
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