Airworthiness Directives; The Boeing Company Airplanes
| Citation | 87 FR 14780 |
| Record Number | 2022-05576 |
| Published date | 16 March 2022 |
| Section | Rules and Regulations |
| Court | Federal Aviation Administration |
Federal Register, Volume 87 Issue 51 (Wednesday, March 16, 2022)
[Federal Register Volume 87, Number 51 (Wednesday, March 16, 2022)]
[Rules and Regulations]
[Pages 14780-14784]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-05576]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0279; Project Identifier AD-2022-00257-T;
Amendment 39-21982; AD 2022-06-16]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B,
747-200C, 747-200F, 747-300, 747-400, 747-400D, and 747-400F series
airplanes. This AD was prompted by a determination that radio
altimeters cannot be relied upon to perform their intended function if
they experience interference from wireless broadband operations in the
3.7-3.98 GHz frequency band (5G C-Band), and a recent determination
that during takeoff, approach, landings, and go-arounds, as a result of
this interference, certain airplane systems may not properly function,
resulting in increased flightcrew workload while on approach with the
flight director, autothrottle, or autopilot engaged, which could result
in reduced ability of the flightcrew to maintain safe flight and
landing of the airplane. This AD requires revising the limitations and
operating procedures sections of the existing airplane flight manual
(AFM) to incorporate specific operating procedures for takeoff,
instrument landing system (ILS) approaches, non-precision approaches,
and go-around and missed approaches, when in the presence of 5G C-Band
interference as identified by Notices to Air Missions (NOTAMs). The FAA
is issuing this AD to address the unsafe condition on these products.
DATES: This AD is effective March 16, 2022.
The FAA must receive comments on this AD by May 2, 2022.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Examining the AD Docket
You may examine the AD docket at https://www.regulations.gov by
searching for and locating Docket No. FAA-2022-0279; or in person at
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket contains this final rule, any
comments received, and other information. The street address for Docket
Operations is listed above.
FOR FURTHER INFORMATION CONTACT: Dean Thompson, Aerospace Engineer,
Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South
216th St., Des Moines, WA 98198; phone and fax: 206-231-3165; email:
[email protected].
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
[[Page 14781]]
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-22-0034-01B(R2), dated January 28, 2022; Boeing Multi Operator
Message MOM-MOM-22-0033-01B(R1), dated January 31, 2022; and Boeing
Flight Crew Operations Manual Bulletin TB1-55, ``Radio Altimeter
Anomalies due to 5G C-Band Wireless Broadband Interference in the
United States,'' dated January 29, 2022.
Based on Boeing's data, the FAA identified an additional hazard
presented by 5G C-Band interference on The Boeing Company Model 747-
100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300,
747-400, 747-400D, and 747-400F series airplanes. The FAA determined
anomalies due to 5G C-Band interference may affect multiple other
airplane systems using radio altimeter data, regardless of the approach
type or weather. These anomalies may not be evident until very low
altitudes. Impacted systems include, but are not limited to, autopilot
flight director system; autothrottle system; engines; flight controls;
flight instruments; traffic alert and collision avoidance system
(TCAS); ground proximity warning system (GPWS); and configuration
warnings.
In the event of 5G C-Band interference, landing performance and
flightcrew workload can be adversely impacted. 5G C-Band interference
may have multiple effects, including:
Autopilot Flight Director System: NO AUTOLAND caution or
advisory message may be shown; NO AUTOLAND autopilot status
annunciation may be shown; autopilot may disengage when LAND 2 or LAND
3 status is shown; the flight directors may provide erroneous guidance
during ILS approaches; LNAV and VNAV modes may not engage or may engage
at an erroneous altitude after departure; autoland flare mode and
runway alignment may not occur or may activate earlier or later than
expected; or TO/GA mode may not be available.
Autothrottle System: Autothrottle can remain in SPD
(speed) mode and may advance to maintain speed during flare instead of
reducing the thrust to IDLE at approximately 25 feet radio altitude; or
autothrottle may retard to IDLE prematurely.
Engines: Thrust levers being set to IDLE in-flight may
result in ground idle.
Flight Controls: SPEEDBRAKE EXT Caution message may not be
available. Automatic speedbrake deployment may not occur after
touchdown.
Flight Instruments: The radio altimeter indication may not
be shown or may be erroneous; the RADIO minimums indications (flashing
or turning amber) may not occur; the rising runway symbol may not be
shown or may be erroneous; the localizer deviation alert amber scale
and flashing pointer may not be shown (deviation indications are still
available); the glideslope deviation alert amber scale and flashing
pointer may not be shown (deviation indications are still available);
or the Flight Path Vector (FPV) may be biased out of view.
TCAS: TCAS alerts may not be available (TCAS alerts that
do occur will be valid); or TCAS inhibits for resolution advisories may
be erroneous.
GPWS: GPWS alerts may not be available or may be erroneous
(although look-ahead terrain alerting remains available); radio
altimeter-based altitude and minimums aural callouts during approach
may not be available or erroneous; or windshear detection systems
(predictive and reactive) may be inoperative.
Configuration Warnings: Erroneous CONFIG GEAR warning
alert may occur.
Other simultaneous flight deck effects associated with the
5G C-Band interference could increase pilot workload.
These effects may cause erroneous indications and annunciations, as
well as conflicting information, to be provided to the flightcrew
during a critical phase of flight. There may also be a lack of cues
present to elicit prompt go-around or recovery initiation. These
effects could lead to reduced ability of the flightcrew to maintain
safe flight and landing of the airplane and is an unsafe condition.
Thus, the FAA has determined that prompt identification of a potential
problem and initiation of a go-around are required to ensure the
capability for continued safe flight and landing.
To address this unsafe condition, this AD mandates procedures for
operators to incorporate specific operating procedures for takeoff, ILS
approaches, non-precision approaches, and 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
thus prohibits certain ILS approaches. Thus, this AD addresses
procedures applicable only to those ILS approaches not prohibited by AD
2021-23-12.
The FAA is issuing this AD to address the unsafe condition on these
products.
FAA's Determination
The FAA is issuing this AD because the agency has determined the
unsafe condition described previously is likely to exist or develop in
other products of the same type design.
AD Requirements
This AD requires revising the limitations and operating procedures
sections of the existing AFM to incorporate specific operating
procedures for takeoff, instrument landing system (ILS) approaches,
non-precision approaches, and go-around and missed approaches, when in
the presence of 5G C-Band interference as identified by NOTAMs.
Compliance With AFM Revisions
Section 91.9 prohibits any person from operating a civil aircraft
without complying with the operating limitations specified in the AFM.
FAA regulations also require operators to furnish pilots with any
changes to the AFM (14 CFR 121.137) and pilots in command to be
familiar with the AFM (14 CFR 91.505).
[[Page 14782]]
Interim Action
The FAA considers this AD to be an interim action. If final action
is later identified, the FAA might consider further rulemaking.
Justification for Immediate Adoption and Determination of the Effective
Date
Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5
U.S.C. 551 et seq.) authorizes agencies to dispense with notice and
comment procedures for rules when the agency, for ``good cause,'' finds
that those procedures are ``impracticable, unnecessary, or contrary to
the public interest.'' Under this section, an agency, upon finding good
cause, may issue a final rule without providing notice and seeking
comment prior to issuance. Further, section 553(d) of the APA
authorizes agencies to make rules effective in less than thirty days,
upon a finding of good cause.
An unsafe condition exists that requires the immediate adoption of
this AD without providing an opportunity for public comments prior to
adoption. The FAA has found that the risk to the flying public
justifies forgoing notice and comment prior to adoption of this rule
because the FAA determined that radio altimeters cannot be relied upon
to perform their intended function if they experience interference from
wireless broadband operations in the 5G C-Band, and a determination
that during takeoff, approach, landings, and 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 has been occurring in phases with
operations beginning on January 19, 2022. Accordingly, notice and
opportunity for prior public comment are impracticable and contrary to
the public interest pursuant to 5 U.S.C. 553(b)(3)(B).
In addition, the FAA finds that good cause exists pursuant to 5
U.S.C. 553(d) for making this amendment effective in less than 30 days,
for the same reasons the FAA found good cause to forgo notice and
comment.
Comments Invited
The FAA invites you to send any written data, views, or arguments
about this final rule. Send your comments to an address listed under
ADDRESSES. Include Docket No. FAA-2022-0279 and Project Identifier AD-
2022-00257-T at the beginning of your comments. The most helpful
comments reference a specific portion of the final rule, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
this final rule because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
https://www.regulations.gov, including any personal information you
provide. The agency will also post a report summarizing each
substantive verbal contact received about this final rule.
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this AD contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this AD, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this AD. Submissions containing CBI should be sent to Dean
Thompson, Aerospace Engineer, Systems and Equipment Section, FAA,
Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone
and fax: 206-231-3165; email: [email protected]. Any commentary
that the FAA receives that is not specifically designated as CBI will
be placed in the public docket for this rulemaking.
Regulatory Flexibility Act
The requirements of the Regulatory Flexibility Act (RFA) do not
apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt
a rule without prior notice and comment. Because the FAA has determined
that it has good cause to adopt this rule without notice and comment,
RFA analysis is not required.
Costs of Compliance
The FAA estimates that this AD affects 126 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
Estimated Costs
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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 $10,710
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:
[[Page 14783]]
(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:
2022-06-16 The Boeing Company: Amendment 39-21982; Docket No. FAA-
2022-0279; Project Identifier AD-2022-00257-T.
(a) Effective Date
This airworthiness directive (AD) is effective March 16, 2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all The Boeing Company Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400,
747-400D, and 747-400F series airplanes, certificated in any
category.
(d) Subject
Air Transport Association (ATA) of America Code 34, Navigation.
(e) Unsafe Condition
This AD was prompted by prompted by a determination that radio
altimeters cannot be relied upon to perform their intended function
if they experience interference from wireless broadband operations
in the 3.7-3.98 GHz frequency band (5G C-Band), and a recent
determination that during takeoff, approach, landings, and go-
arounds, as a result of this interference, certain airplane systems
may not properly function, resulting in increased flightcrew
workload while on approach with the flight director, autothrottle,
or autopilot engaged. The FAA is issuing this AD to address 5G C-
Band interference that could result in increased flightcrew workload
and could lead to reduced ability of the flightcrew to maintain safe
flight and landing of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Airplane Flight Manual (AFM) Revision
(1) Within 2 days after the effective date of this AD: Revise
the Limitations section of the existing AFM to include the
information specified in figure 1 to paragraph (g)(1) of this AD.
This may be done by inserting a copy of figure 1 to paragraph (g)(1)
of this AD into the Limitations section of the existing AFM.
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(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 14784]]
[GRAPHIC] [TIFF OMITTED] TR16MR22.036
Note 1 to paragraph (g)(2): Guidance for accomplishing the
actions required by paragraph (g)(2) of this AD can be found in
Boeing Multi Operator Message MOM-MOM-22-0034-01B(R2), dated January
28, 2022; Boeing Multi Operator Message MOM-MOM-22-0033-01B(R1),
dated January 31, 2022; and Boeing Flight Crew Operations Manual
Bulletin TB1-55, ``Radio Altimeter Anomalies due to 5G C-Band
Wireless Broadband Interference in the United States,'' dated
January 29, 2022.
(h) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle ACO Branch, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request
to your principal inspector or responsible Flight Standards Office,
as appropriate. If sending information directly to the manager of
the certification office, send it to the attention of the person
identified in paragraph (i)(1) of this AD. Information may be
emailed to: [email protected].
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the responsible Flight Standards Office.
(3) AMOCs approved for AD 2021-23-12, Amendment 39-21810 (86 FR
69984, December 9, 2021), providing relief for specific radio
altimeter installations are approved as AMOCs for the provisions of
this AD.
(i) Related Information
(1) For more information about this AD, contact Dean Thompson,
Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO
Branch, 2200 South 216th St., Des Moines, WA 98198; phone and fax:
206-231-3165; email: [email protected].
(2) For service information identified in this AD that is not
incorporated by reference, contact Boeing Commercial Airplanes,
Attention: Contractual & Data Services (C&DS), 2600 Westminster
Blvd., MC 110 SK57, Seal Beach, CA 90740-5600; telephone 562-797-
1717; internet https://www.myboeingfleet.com.
(j) Material Incorporated by Reference
None.
Issued on March 9, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2022-05576 Filed 3-11-22; 4:15 pm]
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