Rule2022-03967
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 24, 2022
Effective
February 24, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, -500, -600, -700, -700C, -800, -900, and -900ER series airplanes, except for Model 737- 200 and -200C series airplanes equipped with a certain flight control system. 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, which could result in reduced ability of the flightcrew to maintain safe flight and landing of the airplane. This AD requires revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate specific operating procedures for instrument landing system (ILS) approaches, speedbrake deployment, go-arounds, 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 37 (Thursday, February 24, 2022)</title>
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[Federal Register Volume 87, Number 37 (Thursday, February 24, 2022)]
[Rules and Regulations]
[Pages 10299-10305]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-03967]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0142; Project Identifier AD-2022-00071-T;
Amendment 39-21955; AD 2022-05-04]
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 737-100, -200, -200C, -300, -400, -500, -600,
-700,
[[Page 10300]]
-700C, -800, -900, and -900ER series airplanes, except for Model 737-
200 and -200C series airplanes equipped with a certain flight control
system. 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, which could result
in reduced ability of the flightcrew to maintain safe flight and
landing of the airplane. This AD requires revising the limitations and
operating procedures sections of the existing airplane flight manual
(AFM) to incorporate specific operating procedures for instrument
landing system (ILS) approaches, speedbrake deployment, go-arounds, 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 24, 2022.
The FAA must receive comments on this AD by April 11, 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-2022-0142; 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 737-100, -200, -200C, -300,
-400, and -500 series 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#d2b8b7b4b4a0b7abfca5fca2b3bebfb7a092b4b3b3fcb5bda4"><span class="__cf_email__" data-cfemail="402a2526263225396e376e30212c2d2532002621216e272f36">[email protected]</span></a>. For Model 737-600, -700, -700C, -800,
-900, and -900ER series 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#e58180848bcb97cb918d8a8895968a8ba5838484cb828a93"><span class="__cf_email__" data-cfemail="aecacbcfc080dc80dac6c1c3deddc1c0eec8cfcf80c9c1d8">[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-22-0041-01B(R1), dated February 1, 2022; Boeing Multi Operator
Message MOM-MOM-22-0017-01B(R2), dated February 1, 2022; Boeing Flight
Crew Operations Manual Bulletin TBCN-28, ``Radio Altimeter Anomalies
due to 5G C-Band Wireless Broadband Interference in the United
States,'' dated January 17, 2022; Boeing Flight Crew Operations Manual
Bulletin TBC-30 R1, ``Radio Altimeter Anomalies due to 5G C-Band
Wireless Broadband Interference in the United States,'' dated February
4, 2022; Boeing Flight Crew Operations Manual Bulletin TBCE-32 R1,
``Radio Altimeter Anomalies due to 5G C-Band Wireless Broadband
Interference in the United States,'' dated February 4, 2022; and Boeing
Flight Crew Operations Manual Bulletin TBC 117 R1, ``Radio Altimeter
Anomalies due to 5G C-Band Wireless Broadband Interference in the
United States,'' dated February 4, 2022; for Model 737-200, -200C, -
300, -400, -500, -600, -700, -700C, -800, -900, and -900ER series
airplanes.
Based on Boeing's data, the FAA identified an additional hazard
presented by 5G C-Band interference on The Boeing Company Model 737-
100, -200, -200C, -300, -400, -500, -600, -700, -700C, -800, -900, and
-900ER series airplanes, except for Model 737-200 and -200C series
airplanes equipped with an SP-77 flight control system. The SP-77
flight control system
[[Page 10301]]
did not include autoland or flare mode, which, as described below, are
affected by 5G C-Band interference. 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.
The effects on these impacted systems include:
<bullet> Autopilot Flight Director System: NO AUTOLAND autopilot
status annunciation may be shown; autopilot may not engage; autopilot
disconnect may occur during ILS/GLS approaches; the flight directors
may provide erroneous guidance during ILS approaches; runway alignment
may not occur or may activate earlier or later than expected; flare may
not occur; 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
retard to IDLE; or autothrottle may retard to idle prematurely in the
flare.
<bullet> Flight Controls: Automatic speedbrake deployment may not
occur after touchdown (for Model -600, -700, -700C, -800, -900, and -
900ER series airplanes); or SPEEDBRAKES EXT or SPEED BRAKE Caution
message may not be available or may illuminate erroneously.
<bullet> Flight Instruments: The 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 illumination of the red
landing gear indicator lights may occur; erroneous steady landing gear
warning horn may occur; or radio altitude based alerts may not be
available or may be erroneous.
<bullet> Considerations for Dispatch: For Model 737-600, -700, -
700C, -800, -900, and -900ER series airplanes, adjust operational (time
of arrival) landing distance for manual speedbrakes. For Model 737-100,
-200, -200C, -300, -400, and -500 series airplanes, 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, to be provided to the flightcrew
during a critical phase of flight. There may also be a lack of cues
present to elicit prompt go-around or recovery initiation. These
effects could lead to reduced ability of the flightcrew to maintain
safe flight and landing of the airplane and is an unsafe condition.
Thus, the FAA has determined that prompt identification of a potential
problem and initiation of a go-around are required to ensure the
capability for continued safe flight and landing.
To address this unsafe condition, this AD mandates procedures for
operators to incorporate specific operating procedures for landing
distance calculations, ILS (and GLS if installed) approaches,
speedbrake deployment, go-arounds, and missed approaches, when in the
presence of 5G C-Band interference as identified by NOTAMs. The
operating procedures mandated by this AD require the flightcrew to
execute a go-around if they encounter certain conditions during ILS
approaches, and prohibit them from using certain affected systems
during the go-around until reaching a safe altitude.
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 ILS and GLS (if installed) approaches, speedbrake
deployment, go-arounds, 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
[[Page 10302]]
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-2022-0142 and Project Identifier AD-
2022-00071-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 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 737-100, -200,
-200C, -300, -400, and -500 series airplanes should be sent to 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#264c43404054435f08510856474a4b43546640474708414950"><span class="__cf_email__" data-cfemail="e08a858686928599ce97ce90818c8d8592a0868181ce878f96">[email protected]</span></a>. Submissions
containing CBI for Model 737-600, -700, -700C, -800, -900, and -900ER
series 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#eb8f8e8a85c599c59f8384869b988485ab8d8a8ac58c849d"><span class="__cf_email__" data-cfemail="b5d1d0d4db9bc79bc1dddad8c5c6dadbf5d3d4d49bd2dac3">[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 2,442 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 $207,570
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:
2022-05-04 The Boeing Company: Amendment 39-21955; Docket No. FAA-
2022-0142; Project Identifier AD-2022-00071-T.
(a) Effective Date
This airworthiness directive (AD) is effective February 24,
2022.
[[Page 10303]]
(b) Affected ADs
None.
(c) Applicability
This AD applies to all The Boeing Company Model 737-100, -200, -
200C, -300, -400, -500, -600, -700, -700C, -800, -900, and -900ER
series airplanes, certificated in any category, except for Model
737-200 and -200C series airplanes equipped with an SP-77 flight
control system.
(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 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] TR24FE22.043
(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 or
figure 3 to paragraph (g)(2) of this AD, as applicable. This may be
done by inserting a copy of figure 2 to paragraph (g)(2) of this AD
or figure 3 to paragraph (g)(2) of this AD, as applicable, into the
Operating Procedures Section of the existing AFM.
[[Page 10304]]
[GRAPHIC] [TIFF OMITTED] TR24FE22.044
[GRAPHIC] [TIFF OMITTED] TR24FE22.045
[[Page 10305]]
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-22-0041-01B(R1), dated
February 1, 2022; Boeing Multi Operator Message MOM-MOM-22-0017-
01B(R2), dated February 1, 2022; Boeing Flight Crew Operations
Manual Bulletin TBCN-28, ``Radio Altimeter Anomalies due to 5G C-
Band Wireless Broadband Interference in the United States,'' dated
January 17, 2022; Boeing Flight Crew Operations Manual Bulletin TBC-
30 R1, ``Radio Altimeter Anomalies due to 5G C-Band Wireless
Broadband Interference in the United States,'' dated February 4,
2022; Boeing Flight Crew Operations Manual Bulletin TBCE-32 R1,
``Radio Altimeter Anomalies due to 5G C-Band Wireless Broadband
Interference in the United States,'' dated February 4, 2022; and
Boeing Flight Crew Operations Manual Bulletin TBC-117 R1, ``Radio
Altimeter Anomalies due to 5G C-Band Wireless Broadband Interference
in the United States,'' dated February 4, 2022.
(h) Alternative Methods of Compliance (AMOCs)
(1) For Model 737-100, -200, -200C, -300, -400, and -500 series
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#320b1f737c7f1f7e7373717d1f737f7d711f6057434757414641725453531c555d44"><span class="__cf_email__" data-cfemail="93aabed2dddebedfd2d2d0dcbed2dedcd0bec1f6e2e6f6e0e7e0d3f5f2f2bdf4fce5">[email protected]</span></a>. For Model 737-
600, -700, -700C, -800, -900, and -900ER series 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#447d69050a0969172125303028216905070b6905090b07691621353121373037042225256a232b32"><span class="__cf_email__" data-cfemail="b58c98f4fbf898e6d0d4c1c1d9d098f4f6fa98f4f8faf698e7d0c4c0d0c6c1c6f5d3d4d49bd2dac3">[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 737-100, -200,
-200C, -300, -400, and -500 series 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#8be1eeededf9eef2a5fca5fbeae7e6eef9cbedeaeaa5ece4fd"><span class="__cf_email__" data-cfemail="aec4cbc8c8dccbd780d980decfc2c3cbdceec8cfcf80c9c1d8">[email protected]</span></a>.
(2) For more information about this AD for Model 737-600, -700,
-700C, -800, -900, and -900ER series 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#c2a6a7a3acecb0ecb6aaadafb2b1adac82a4a3a3eca5adb4"><span class="__cf_email__" data-cfemail="8febeaeee1a1fda1fbe7e0e2fffce0e1cfe9eeeea1e8e0f9">[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 16, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2022-03967 Filed 2-22-22; 11:15 am]
BILLING CODE 4910-13-C
</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 24, 2022.
This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.