AD 2022-09-18

31097 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations The Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES ■ 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] ■ 2. The FAA amends § 39.13 by adding the following new airworthiness directive: 2022–11–10 Piper Aircraft, Inc.: Amendment 39–22060; Docket No. FAA–2022–0021; Project Identifier AD– 2020–01283–A. (a) Effective Date This airworthiness directive (AD) is effective June 27, 2022. (b) Affected ADs None. (c) Applicability This AD applies to Piper Aircraft, Inc. Model PA–46–600TP airplanes, serial numbers 4698001, 4698004 through 4698146 inclusive, 4698148, and 4698150 through 4698157 inclusive, certificated in any category. (d) Subject Joint Aircraft System Component (JASC) Code 5711, Wing Spar. (e) Unsafe Condition This AD results from testing that showed that the wing splice assembly could fail before the assembly reaches its established life limit. The FAA is issuing this AD to prevent failure of the wing splice assembly before the current established life limit. The unsafe condition, if not addressed, could result in loss of airplane control. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Action Within 90 days after the effective date of this AD, revise the Airworthiness Limitations section in the existing maintenance manual or instructions for continued airworthiness by reducing the life limit of the wing splice assembly part number 46W57A100–001 to 3,767 hours time-in-service. Note 1 to paragraph (g): Section 4–00–00 of Piper Aircraft, Inc. PA–46–600TP, M600 Maintenance Manual, Airworthiness Limitations, Page 1, dated August 31, 2021, contains the life limit in paragraph (g) of this AD. (h) Alternative Methods of Compliance (AMOCs) (1) The Manager, Atlanta ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the certification office, send it to the attention of the person identified in paragraph (i)(1) of this AD. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/ certificate holding district office. (i) Related Information (1) For more information about this AD, contact Fred Caplan, Aviation Safety Engineer, Atlanta ACO Branch, FAA, 1701 Columbia Avenue, College Park, GA 30337; phone: (404) 474–5507; email: frederick.n.caplan@faa.gov. (2) For service information identified in this AD, contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach, FL, 32960; phone: (772) 291–2141; website: https:// www.piper.com. (j) Material Incorporated by Reference None. Issued on May 17, 2022. Gaetano A. Sciortino, Deputy Director for Strategic Initiatives, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2022–10863 Filed 5–20–22; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2022–0509; Project Identifier AD–2022–00338–T; Amendment 39–22038; AD 2022–09–18] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes AGENCY : Federal Aviation Administration (FAA), DOT. ACTION : Final rule; request for comments. SUMMARY : The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 707, 717, and 727 airplanes; Model DC–8, DC–9, and DC–10 airplanes; Model MD–10 and MD–11 airplanes; Model DC–9–81 (MD– 81), DC–9–82 (MD–82), DC–9–83 (MD– 83), DC–9–87 (MD–87), and MD–88 (collectively described, in the preamble of this AD, as MD–80) airplanes; and Model MD–90–30 airplanes. This AD was prompted by a determination that radio altimeters cannot be relied on to perform their intended function if they experience interference from wireless broadband operations in the 3.7–3.98 GHz frequency band (5G C-Band), and a recent determination that during approach, landings, and go-arounds, as a result of this interference, certain airplane systems may not properly function, resulting in increased flightcrew workload while on approach with the flight director, autothrottle, or autopilot engaged. This AD requires revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate specific operating procedures for, depending on the airplane model, instrument landing system (ILS) approaches, non-precision approaches, ground spoiler deployment, and go-around and missed approaches, when in the presence of 5G C-Band interference as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products. DATES : This AD is effective May 23, 2022. The FAA must receive comments on this AD by July 7, 2022. ADDRESSES : You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods: • Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202–493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, Washington, DC 20590. • Hand Delivery: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. Examining the AD Docket You may examine the AD docket at https://www.regulations.gov by searching for and locating Docket No. FAA–2022–0509; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this final rule, any comments received, and other information. The street address for the Docket Operations is listed above. FOR FURTHER INFORMATION CONTACT : Eric Igama, Aerospace Engineer, Systems and Equipment Section, FAA, Los Angeles ACO Branch, 3960 Paramount Boulevard, Lakewood, CA 90712–4137; phone: 562–627–5388; email: Roderick.Igama@faa.gov. SUPPLEMENTARY INFORMATION : VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 lotter on DSK11XQN23PROD with RULES1

31098 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations 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.’’ 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. 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. 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). The effects on these impacted systems include: • Flight Guidance (for Model 717, MD–10, and MD–11 airplanes): Glideslope guidance sensitivity may be affected when conducting Category I ILS approaches to barometric altitude (BARO) minimums. During missed approach, pilot inputs into the flight control panel (FCP) may not result in commands to the flight director to provide speed or heading guidance, and may not provide altitude capture guidance. Simulator testing for Model MD–11 airplanes showed that in some cases the system will bias the flight director bars out of view when presented with the expected erroneous radio altimeter data, providing immediate and compelling information to the flightcrew to perform a go-around. If the flight director bars remain in view, appropriate guidance is still displayed, and other systems’ effects are sufficient to elicit proper pilot response to land (if visual) or conduct a go-around. Similar effects are expected for Model 717 and MD–10 airplanes due to similar system architecture. • Flight Guidance (for Model 707, 727, DC–8, DC–9, DC–10, MD–80, and MD–90 airplanes): Glideslope guidance sensitivity may be affected when conducting Category I ILS approaches to BARO minimums. • Flight Guidance (for Model 717, MD–10, MD–11, MD–80, and MD–90 airplanes): As specified in the operating procedures in paragraph (h) of this AD, non-precision approaches can be flown using LNAV/VNAV with flight directors, autopilot, and autothrottle to published BARO minimums. • Autothrottle System (for Model 717, MD–10, and MD–11 airplanes): RETARD, FMA RETARD, ALIGN, and FLARE functions and indications may be unreliable and may occur early, late, or not at all. If the autothrottle system VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 lotter on DSK11XQN23PROD with RULES1

31099 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations is not in the FLARE mode, LO SPD protection can engage and advance with autothrottles ON or OFF. • Autothrottle System (for Model 707, 727, DC–8, DC–9, DC–10, MD–80, and MD–90 airplanes): Potentially erroneous autothrottle commands. • Flight Controls (for Model 717, MD– 10, and MD–11 airplanes): Auto ground spoiler function may require manual extension. For Model MD–11 airplanes, longitudinal stability augmentation system (LSAS) and low altitude stability enhancement (LASE) may not function properly. The pitch attitude hold (PAH) may not wash out on schedule. Positive nose lowering (PNL) and pitch rate damping (PRD) may not be available during landing. Pitch attitude protection (PAP) may activate early, or not at all. If PAP is activated early, it may resist increasing pitch attitude, necessitating additional column pull force. • TCAS: May be unreliable and resolution advisories and voice warnings may not be inhibited below 1,000 feet above ground level (AGL). • Enhanced ground proximity warning system (E–GPWS) and WAGS: May be unreliable and activate early, late, or not at all. • CAWS: CAWS annunciations may not provide proper aural warnings or altitude callouts and/or radio altimeter displayed values during flare. • Other simultaneous flight deck effects associated with the 5G C-Band interference could increase pilot workload. These erroneous indications and annunciations, as well as conflicting information, may be provided to the flightcrew during critical phases of flight. There may also be a lack of cues present to elicit prompt go-around or recovery initiation. These effects could lead to reduced ability of the flightcrew to maintain safe flight and landing of the airplane and are an unsafe condition. To address this unsafe condition, this AD mandates procedures for operators to incorporate specific operating procedures for, depending on the airplane model, ILS approaches, 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 VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 lotter on DSK11XQN23PROD with RULES1

31100 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations confidential under the FOIA, and they will not be placed in the public docket of this AD. Submissions containing CBI should be sent to Eric Igama, Aerospace Engineer, Systems and Equipment Section, FAA, Los Angeles ACO Branch, 3960 Paramount Boulevard, Lakewood, CA 90712–4137; phone: 562–627–5388; email: Roderick.Igama@faa.gov. Any commentary that the FAA receives that is not specifically designated as CBI will be placed in the public docket for this rulemaking. Regulatory Flexibility Act The requirements of the Regulatory Flexibility Act (RFA) do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment. Because the FAA has determined that it has good cause to adopt this rule without notice and comment, RFA analysis is not required. Costs of Compliance The FAA estimates that this AD affects 476 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: E STIMATED C OSTS Action Labor cost Parts cost Cost per product Cost on U.S. operators AFM revision ................................................... 1 work-hour × $85 per hour = $85 ................. $0 $85 $40,460 Authority for This Rulemaking Title 49 of the United States Code specifies the FAA’s authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. Subtitle VII: Aviation Programs describes in more detail the scope of the Agency’s authority. The FAA is issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701: General requirements. Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings This AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify that this AD: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, and (2) Will not affect intrastate aviation in Alaska. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES ■ 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] ■ 2. The FAA amends § 39.13 by adding the following new airworthiness directive: 2022–09–18 The Boeing Company: Amendment 39–22038; Docket No. FAA–2022–0509; Project Identifier AD– 2022–00338–T. (a) Effective Date This airworthiness directive (AD) is effective May 23, 2022. (b) Affected ADs None. (c) Applicability This AD applies to all The Boeing Company airplanes identified in paragraphs (c)(1) through (9) of this AD, certificated in any category. (1) Model 707–100 Long Body, –200, –100B Long Body, and –100B Short Body series airplanes, and Model 707–300, –300B, –300C, and –400 series airplanes. (2) Model 717–200 airplanes. (3) Model 727, 727C, 727–100, 727–100C, 727–200, and 727–200F series airplanes. (4) Model DC–8–11, DC–8–12, DC–8–21, DC–8–31, DC–8–32, DC–8–33, DC–8–41, DC– 8–42, DC–8–43, DC–8–51, DC–8–52, DC–8– 53, DC–8–55, DC–8F–54, DC–8F–55, DC–8– 61, DC–8–62, DC–8–63, DC–8–61F, DC–8– 62F, DC–8–63F, DC–8–71, DC–8–72, DC–8– 73, DC–8–71F, DC–8–72F, and DC–8–73F airplanes. (5) Model DC–9–11, DC–9–12, DC–9–13, DC–9–14, DC–9–15, DC–9–15F, DC–9–21, DC–9–31, DC–9–32, DC–9–32 (VC–9C), DC– 9–32F, DC–9–32F (C–9A, C–9B), DC–9–33F, DC–9–34, DC–9–34F, DC–9–41, and DC–9–51 airplanes. (6) Model DC–10–10, DC–10–10F, DC–10– 15, DC–10–30, DC–10–30F (KC–10A and KDC–10), DC–10–40, and DC–10–40F airplanes. (7) Model MD–10–10F and MD–10–30F airplanes. (8) Model MD–11 and MD–11F airplanes. (9) Model DC–9–81 (MD–81), DC–9–82 (MD–82), DC–9–83 (MD–83), DC–9–87 (MD– 87), MD–88, and MD–90–30 airplanes. (d) Subject Air Transport Association (ATA) of America Code 34, Navigation. (e) Unsafe Condition This AD was prompted by a determination that radio altimeters cannot be relied on to perform their intended function if they experience interference from wireless broadband operations in the 3.7–3.98 GHz frequency band (5G C-Band), and a determination that during approach, landings, and go-arounds, as a result of this interference, certain airplane systems may not properly function, resulting in increased flightcrew workload while on approach with the flight director, autothrottle, or autopilot engaged. The FAA is issuing this AD to address 5G C-Band interference that could result in increased flightcrew workload and could lead to reduced ability of the flightcrew to maintain safe flight and landing of the airplane. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Revision of Existing Airplane Flight Manual (AFM)—Limitations (1) For airplanes identified in paragraphs (c)(1) and (c)(3) through (6) of this AD: Within 2 days after the effective date of this AD, revise the Limitations Section of the existing AFM to include the information specified in figure 1 to paragraph (g)(1) of this AD. This may be done by inserting a copy of figure 1 to paragraph (g)(1) of this AD into the Limitations Section of the existing AFM. BILLING CODE 4910–13–P VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 lotter on DSK11XQN23PROD with RULES1

31101 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations (2) For airplanes identified in paragraphs (c)(2), (7), and (8) of this AD: Within 2 days after the effective date of this AD, revise the Limitations Section of the existing AFM to include the information specified in figure 2 to paragraph (g)(2) of this AD. This may be done by inserting a copy of figure 2 to paragraph (g)(2) of this AD into the Limitations Section of the existing AFM. (3) For airplanes identified in paragraph (c)(9) of this AD: Within 2 days after the effective date of this AD, revise the Limitations Section of the existing AFM to include the information specified in figure 3 to paragraph (g)(3) of this AD. This may be done by inserting a copy of figure 3 to paragraph (g)(3) of this AD into the Limitations Section of the existing AFM. VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.000</GPH> ER23MY22.001</GPH> lotter on DSK11XQN23PROD with RULES1 Figure 1 to paragraph (g)(l)-AFM Limitations Revisionfor Model 707, 727, DC-8, DC-9 (except DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87)), and DC-10 (Required by AD 2022-09-18) Radio Altimeter SG C-Band Interference, Approach Procedures The following limitations are required for ILS approaches on runways in U.S. airspace in the presence of 5G C-Band wireless broadband interference as identified by NOTAM (NOTAMs will be issued to state the specific airports or approaches where the radio altimeter is unreliable due to the presence of 5G C-Band wireless broadband interference). ILS Approaches Operators must use the Radio Altimeter 5G C-Band Interference, ILS Approaches procedure contained in the Operating Procedures Section of this AFM. Figure 2 to paragraph (g)(2) - AFM Limitations Revision for Model 717, MD-10, andMD-11 (Required by AD 2022-09-18) Radio Altimeter SG C-Band Interference, Approach, Landing, and Go-Around Procedures The following limitations are required for approaches, landings, or go-arounds on runways, in U.S. airspace in the presence of 5G C-Band wireless broadband interference as identified by NOTAM (NOTAMs will be issued to state the specific airports or approaches where the radio altimeter is unreliable due to the presence of 5G C-Band wireless broadband interference). ILS and Non Precision Approaches, Landing, and Go-Around Operators must use the Radio Altimeter 5G C-Band Interference, Approach, Landing, and Go-Around procedures contained in the Operating Procedures Section of this AFM.

31102 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations (h) Revision of Existing AFM—Operating Procedures (1) For airplanes identified in paragraphs (c)(1) and (3) through (6) of this AD: Within 2 days after the effective date of this AD, revise the Operating Procedures Section of the existing AFM to include the information specified in figure 4 to paragraph (h)(1) of this AD. This may be done by inserting a copy of figure 4 to paragraph (h)(1) of this AD into the Operating Procedures Section of the existing AFM. Note 1 to paragraph (h)(1): Guidance for accomplishing the actions required by paragraph (h)(1) of this AD can be found in Boeing Multi Operator Message MOM– MOM–22–0038–01B(R1), dated February 2, 2022; and Boeing Multi Operator Message MOM–MOM–22–0040–01B, dated January 17, 2022. (2) For airplanes identified in paragraph (c)(2) of this AD: Within 2 days after the effective date of this AD, revise the Operating Procedures Section of the existing AFM to include the information specified in figure 5 to paragraph (h)(2) of this AD. This may be done by inserting a copy of figure 5 to paragraph (h)(2) of this AD into the Operating Procedures Section of the existing AFM. Note 2 to paragraph (h)(2): Guidance for accomplishing the actions required by paragraph (h)(2) of this AD can be found in Boeing Multi Operator Message MOM– MOM–22–0030–01B(R3), dated March 22, 2022; and Boeing 717 Flight Crew Operating Manual Bulletin FAB2 717–2–016C, ‘‘Operation in airspace affected by 5G signal interference,’’ dated March 18, 2022. VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.002</GPH> ER23MY22.003</GPH> lotter on DSK11XQN23PROD with RULES1 Figure 3 to paragraph (g)(3)-AFM Limitations Revisionfor Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), MD-88, and MD-90-30 (Required by AD 2022-09-18) Radio Altimeter SG C-Band Interference, Approach Procedures The following limitations are required for approaches in U.S. airspace in the presence of 5G C-Band wireless broadband interference as identified by NOT AM (NOTAMs will be issued to state the specific airports or approaches where the radio altimeter is unreliable due to the presence of 5G C-Band wireless broadband interference). ILS and Non Precision Approaches Operators must use the Radio Altimeter 5G C-Band Interference, Approaches procedures contained in the Operating Procedures Section of this AFM. Figure 4 to paragraph (h)(l)-AFM Operating Procedures Revision for Model 707, 727, DC-8, DC-9 (except DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87)), and DC-10 (Required by AD 2022-09-18) Radio Altimeter SG C-Band Interference, ILS Approaches ILS Approaches For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot and autothrottles, and place both flight director switches to OFF prior to glideslope intercept.

31103 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations (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. VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00011 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.004</GPH> lotter on DSK11XQN23PROD with RULES1 Figure 5 to paragraph (h)(2) -AFM Operating Procedures Revision for Model 717 (Required by AD 2022-09-18) Radio Altimeter SG C-Band Interference, Approach, Landing, and Go-Around ILS Approaches For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot prior to glideslope intercept. Note: Possible erroneous radio altimeter indications may affect autothrottles and flight director guidance; manually intervene if necessary. Non-Precision Approaches Non-precision instrument approaches can be conducted using LNAV/VNAV with flight directors, autopilot, and autothrottle to published BARO minimums. Landing For landing, the Auto Ground Spoiler function may require manual extension. If manual extension is required, calculate landing distance requirements as specified in Appendix 3, Auto Ground Spoiler System Inop, of this AFM. During Go-Around and Missed Approach If go-around is required, initial flight director pitch guidance will provide proper speed and pitch targets, but, under certain 5G interference conditions, the flight director cannot be commanded from the Flight Control Panel (FCP) to provide speed or heading guidance, and may not provide altitude capture guidance. If this guidance is not available, manually comply with missed approach procedures, including altitude constraints.

31104 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00012 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.005</GPH> lotter on DSK11XQN23PROD with RULES1 Figure 6 to paragraph (h)(3) -AFM Operating Procedures Revision for Mode/MD-JO (Required by AD 2022-09-18) Radio Altimeter SG C-Band Interference, Approach, Landing, and Go-Around ILS Approaches For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot prior to glideslope intercept. Note: Possible erroneous radio altimeter indications may affect autothrottles and flight director guidance; manually intervene if necessary. Non-Precision Approaches Non-precision instrument approaches can be conducted using LNAV/VNAV with flight directors, autopilot, and autothrottle to published BARO minimums. Landing For landing, the Auto Ground Spoiler function may require manual extension. If manual extension is required, calculate landing distance requirements according to the following tables, as applicable.

31105 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00013 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.006</GPH> lotter on DSK11XQN23PROD with RULES1 SERIES 10 50/EXT ESTIMATED LANDING DISTANCES (FEET) USE MANUAL SPOILERS Weight 1000 LB 260 280 300 320 340 360 380 400 S.L. DRY 2800 2900 3030 3160 3290 3410 3540 3660 STD=l5°C WET 3670 3810 3990 4190 4370 4540 4730 4900 2000 FT DRY 2920 3030 3170 3310 3450 3580 3720 3840 STD=l1°C WET 3840 3990 4190 4400 4600 4780 4980 5170 4000 FT DRY 3060 3170 3320 3480 3620 3760 3920 4050 STD=7°C WET 4040 4190 4410 4630 4850 5040 5260 5460 6000 FT DRY 3210 3330 3490 3650 3820 3960 4130 4270 STD=3°C WET 4240 4410 4650 4890 5120 5330 5570 5780 8000 FT DRY 3360 3490 3670 3840 4020 4180 4360 4520 STD=-1°C WET 4460 4650 4900 5160 5410 5640 5900 6130 10000 FT DRY 3530 3670 3860 4060 4250 4420 4610 4780 STD=-5°C WET 4690 4910 5180 5460 5730 5980 6260 6510 NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then reverse idle to 60 KTAS, then forward idle to stop. {Includes Air Run Distance) CORRECTIONS: Temperature: Valid from STD -20°C to STD +40°C FEET PER °C DRY WET BELOW standard day -7 -10 ABOVE standard day +37 +44 Slope: Valid from -2% downhill to +2% uphill FEET PER 1% SLOPE DRY WET UPHILL -46 -96 DOWNHILL +257 +459 Wind: Valid from -10 knot tailwind to +20 knot headwind FEET PER KNOT DRY WET HEADWIND -20 -34 TAILWIND +50 +68

31106 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00014 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.007</GPH> lotter on DSK11XQN23PROD with RULES1 SERIES 10 35/EXT ESTIMATED LANDING DISTANCES (FEET) USE MANUAL SPOILERS Weight 1000 LB 260 280 300 320 340 360 380 400 S.L. DRY 2800 2900 3030 3170 3300 3420 3560 3680 STD=l5°C WET 3710 3850 4050 4250 4450 4620 4820 4990 2000 FT DRY 2930 3030 3180 3330 3470 3600 3740 3870 STD=l1°C WET 3890 4040 4260 4480 4680 4870 5080 5270 4000 FT DRY 3070 3180 3330 3490 3640 3790 3940 4080 STD=7°C WET 4090 4260 4480 4720 4940 5150 5370 5580 6000 FT DRY 3210 3340 3500 3670 3840 3990 4160 4310 STD=3°C WET 4300 4490 4730 4980 5220 5440 5690 5910 8000 FT DRY 3380 3510 3680 3870 4050 4210 4400 4560 STD=-1°C WET 4530 4730 4990 5260 5530 5770 6030 6280 10000 FT DRY 3550 3690 3880 4090 4280 4460 4650 4830 STD=-5°C WET 4790 5000 5280 5580 5860 6120 6410 6670 NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then reverse idle to 60 KTAS, then forward idle to stop. {Includes Air Run Distance) CORRECTIONS: Temperature: Valid from STD -20°C to STD +40°C FEET PER °C DRY WET BELOW standard day -7 -10 ABOVE standard day +17 +25 Slope: Valid from -2% downhill to +2% uphill FEET PER 1% SLOPE DRY WET UPHILL -47 -99 DOWNHILL +125 +300 Wind: Valid from -10 knot tailwind to +20 knot headwind FEET PER KNOT DRY WET HEADWIND -20 -34 TAILWIND +30 +51

31107 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00015 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.008</GPH> lotter on DSK11XQN23PROD with RULES1 SERIES 30 50/EXT ESTIMATED LANDING DISTANCES (FEET) USE MANUAL SPOILERS Weight 1000 LB 340 360 380 400 420 440 460 480 S.L. DRY 3380 3530 3670 3800 3910 4050 4210 4370 STD=l5°C WET 4500 4700 4900 5100 5270 5470 5690 5920 2000 FT DRY 3550 3710 3850 4000 4120 4270 4440 4610 STD=ll°C WET 4740 4960 5180 5390 5570 5790 6030 6280 4000 FT DRY 3740 3900 4060 4220 4350 4510 4710 4910 STD=7°C WET 5010 5250 5480 5710 5910 6150 6440 6720 6000 FT DRY 3930 4110 4280 4450 4590 4770 5010 5240 STD=3°C WET 5290 5550 5800 6050 6260 6520 6860 7200 8000 FT DRY 4140 4330 4510 4720 4910 5120 5390 5650 STD=-1°C WET 5590 5860 6130 6430 6710 7020 7390 7770 10000 FT DRY 4370 4570 4770 5010 5260 5510 5800 6110 STD=-5°C WET 5910 6210 6500 6840 7200 7560 7970 8410 NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then reverse idle to 60 KTAS, then forward idle to stop. {Includes Air Run Distance) CORRECTIONS: Temperature: Valid from STD -20°C to STD +40°C FEET PER °C DRY WET BELOW standard day -10 -14 ABOVE standard day +23 +34 Slope: Valid from -2% downhill to +2% uphill FEET PER 1% SLOPE DRY WET UPHILL -54 -116 DOWNHILL +168 +380 Wind: Valid from -10 knot tailwind to +20 knot headwind FEET PER KNOT DRY WET HEADWIND -25 -41 TAILWIND +79 +63

31108 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00016 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.009</GPH> lotter on DSK11XQN23PROD with RULES1 SERIES 30 35/EXT ESTIMATED LANDING DISTANCES (FEET) USE MANUAL SPOILERS Weight 1000 LB 340 360 380 400 420 440 460 480 S.L. DRY 3500 3650 3810 3950 4070 4220 4390 4560 STD=l5°C WET 4700 4920 5140 5360 5540 5760 6010 6250 2000 FT DRY 3680 3840 4010 4160 4300 4460 4640 4820 STD=ll°C WET 4960 5190 5440 5670 5870 6110 6380 6640 4000 FT DRY 3870 4040 4230 4400 4540 4720 4930 5150 STD=7°C WET 5250 5500 5770 6020 6240 6500 6810 7120 6000 FT DRY 4080 4270 4460 4650 4800 4990 5250 5510 STD=3°C WET 5550 5830 6110 6390 6620 6910 7270 7640 8000 FT DRY 4300 4500 4710 4930 5140 5370 5650 5930 STD=-1°C WET 5870 6170 6480 6800 7100 7430 7840 8240 10000 FT DRY 4540 4760 4990 5250 5500 5780 6090 6400 STD=-5°C WET 6210 6540 6870 7250 7610 8010 8460 8900 NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then reverse idle to 60 KTAS, then forward idle to stop. {Includes Air Run Distance) CORRECTIONS: Temperature: Valid from STD -20°C to STD +40°C FEET PER °C DRY WET BELOW standard day -10 -15 ABOVE standard day +26 +37 Slope: Valid from -2% downhill to +2% uphill FEET PER 1% SLOPE DRY WET UPHILL -58 -120 DOWNHILL +179 +411 Wind: Valid from -10 knot tailwind to +20 knot headwind FEET PER KNOT DRY WET HEADWIND -26 -42 TAILWIND +86 +68

31109 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations (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. VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00017 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.010</GPH> lotter on DSK11XQN23PROD with RULES1 During Go-Around and Missed Approach If go-around is required, initial flight director pitch guidance will provide proper speed and pitch targets, but, under certain 5G interference conditions, the flight director cannot be commanded from the Flight Control Panel (FCP) to provide speed or heading guidance, and may not provide altitude capture guidance. If this guidance is not available, manually comply with missed approach procedures, including altitude constraints.

31110 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00018 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.011</GPH> lotter on DSK11XQN23PROD with RULES1 Figure 7 to paragraph (h )(4) - AFM Operating Procedures Revision for Model MD-11 (Required by AD 2022-09-18) Radio Altimeter SG C-Band Interference, Approach, Landing, and Go-Around ILS Approaches For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot prior to glideslope intercept. Note: Possible erroneous radio altimeter indications may affect autothrottles and flight director guidance; manually intervene if necessary. Non-Precision Approaches Non-precision instrument approaches can be conducted using LNAVNNAV with flight directors, autopilot, and autothrottle to published BARO minimums. Landing For landing, the Auto Ground Spoiler function may require manual extension. If manual extension is required, calculate landing distance requirements according to the following tables, as applicable.

31111 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00019 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.012</GPH> lotter on DSK11XQN23PROD with RULES1 50/EXT ESTIMATED LANDING DISTANCES (FEET) USE MAN SPOILERS General Electric CF6-80C2 Engines Weight 1000 LB 360 380 400 420 440 460 480 500 S.L. DRY 4315 4480 4650 4803 4949 5126 5274 5453 STD=l5°C WET 5156 5388 5604 5805 6008 6240 6443 6677 2000FT DRY 4520 4695 4876 5039 5195 5384 5542 5734 STD=ll°C WET 5466 5688 5927 6140 6355 6605 6827 7084 4000 FT DRY 4738 4925 5118 5292 5459 5661 5830 6036 STD=7°C WET 5777 6021 6275 6510 6743 7007 7241 7527 6000 FT DRY 4975 5175 5381 5568 5747 5963 6145 6367 STD=3°C WET 6125 6392 6658 6917 7166 7449 7710 7999 8000 FT DRY 5229 5443 5663 5864 6057 6290 6486 6725 STD=-l°C WET 6497 6787 7084 7354 7628 7939 8212 8538 10000 FT DRY 5505 5734 5972 6188 6418 6693 6931 7208 STD=-5°C WET 6920 7220 7544 7842 8155 8532 8853 9223 NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then reverse idle to 60 KIAS, then forward idle to stop (includes air run distances). CORRECTIONS: Temperature: Valid from STD -20°C to STD +40°C FEET PER °C DRY WET BELOW standard day -12 -14 ABOVE standard day +25 +35 Slope: Valid from -2% downhill to +2% uphill FEET PER 1% SLOPE DRY WET UPHILL -84 -137 DOWNHILL +229 +444 Wind: Valid from -10 knot tailwind to +20 knot headwind FEET PER KNOT DRY WET HEADWIND -32 -46 TAILWIND +83 +132

31112 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00020 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.013</GPH> lotter on DSK11XQN23PROD with RULES1 35/EXT ESTIMATED LANDING DISTANCES (FEET) USE MAN SPOILERS General Electric CF6-80C2 Engines Weight 1000 LB 360 380 400 420 440 460 480 S.L. DRY 4632 4803 4974 5155 5340 5496 5685 STD=l5°C WET 5577 5795 6020 6257 6502 6717 6969 2000FT DRY 4856 5039 5221 5414 5613 5780 5983 STD=11°C WET 5890 6131 6373 6631 6893 7128 7394 4000 FT DRY 5096 5291 5486 5693 5906 6085 6304 STD=7°C WET 6249 6509 6763 7037 7317 7571 7864 6000 FT DRY 5357 5566 5775 5998 6227 6420 6655 STD=3°C WET 6631 6914 7190 7489 7798 8060 8380 8000 FT DRY 5637 5862 6087 6326 6574 6782 7037 STD=-1°C WET 7047 7348 7660 7980 8308 8600 8943 10000 FT DRY 5943 6185 6428 6687 6963 7267 7546 STD=-5°C WET 7513 7841 8166 8522 8888 9294 9675 500 5855 7197 6165 7642 6500 8133 6867 8674 7317 9324 7854 10074 NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 80 KIAS, then reverse idle to 60 KIAS, then forward idle to stop (includes air run distances). CORRECTIONS: Temperature: Valid from STD -20°C to STD +40°C FEET PER °C DRY WET BELOW standard day -13 -16 ABOVE standard day +29 +39 Slope: Valid from -2% downhill to +2% uphill FEET PER 1% SLOPE DRY WET UPHILL -94 -155 DOWNHILL +275 +522 Wind: Valid from -10 knot tailwind to +20 knot headwind FEET PER KNOT DRY WET HEADWIND -35 -50 TAILWIND +95 +143

31113 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00021 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.014</GPH> lotter on DSK11XQN23PROD with RULES1 50/EXT ESTIMATED LANDING DISTANCES (FEET) USE MAN SPOILERS Pratt & Whitney PW-4460/PW-4462 Engines Weight 1000 LB 360 380 400 420 440 460 480 S.L. DRY 4316 4476 4641 4791 4963 5113 5262 STD=l5°C WET 5050 5269 5498 5710 5922 6157 6371 2000FT DRY 4526 4697 4875 5036 5190 5377 5535 STD=11°C WET 5343 5585 5824 6053 6282 6531 6760 4000 FT DRY 4751 4935 5125 5297 5463 5663 5832 STD=7°C WET 5664 5914 6185 6425 6673 6943 7189 6000 FT DRY 4993 5190 5394 5580 5757 5973 6154 STD=3°C WET 6003 6284 6566 6826 7094 7392 7651 8000 FT DRY 5253 5465 5684 5883 6075 6307 6503 STD=-1°C WET 6382 6677 6983 7266 7550 7869 8158 10000 FT DRY 5534 5762 5998 6214 6443 6718 6955 STD=-5°C WET 6783 7107 7440 7749 8076 8457 8797 500 5443 6626 5728 7035 6038 7477 6375 7969 6741 8494 7232 9182 NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 60 KIAS, then forward idle to stop (includes air run distances). CORRECTIONS: Temperature: Valid from STD -20°C to STD +40°C FEET PER °C DRY WET BELOW standard day -11 -13 ABOVE standard day +25 +34 Slope: Valid from -2% downhill to +2% uphill FEET PER 1% SLOPE DRY WET UPHILL -83 -138 DOWNHILL +228 +443 Wind: Valid from -10 knot tailwind to + 20 knot headwind FEET PER KNOT DRY WET HEADWIND -33 -45 TAILWIND +83 +128

31114 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00022 Fmt 4700 Sfmt 4725 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.015</GPH> lotter on DSK11XQN23PROD with RULES1 35/EXT ESTIMATED LANDING DISTANCES (FEET) USE MAN SPOILERS Pratt & Whitney PW-4460/PW-4462 Engines Weight 1000 LB 360 380 400 420 440 460 480 500 S.L. DRY 4622 4790 4958 5138 5326 5484 5677 5850 STD=l5°C WET 5422 5661 5902 6154 6422 6647 6923 7169 2000FT DRY 4856 5035 5215 5406 5605 5773 5979 6165 STD=l1°C WET 5755 6005 6265 6533 6812 7062 7353 7626 4000 FT DRY 5105 5298 5491 5696 5908 6087 6307 6506 STD=7°C WET 6102 6386 6659 6950 7251 7511 7825 8121 6000 FT DRY 5373 5581 5788 6009 6238 6430 6665 6879 STD=3°C WET 6493 6787 7084 7397 7724 8013 8345 8656 8000 FT DRY 5662 5885 6109 6347 6594 6802 7056 7285 STD=-1°C WET 6907 7220 7543 7887 8236 8548 8916 9254 10000 FT DRY 5975 6216 6458 6716 6992 7296 7575 7882 STD=-5°C WET 7353 7703 8047 8423 8815 9243 9646 10082 NOTE: Standard day, no wind, zero slope, three engines at maximum reverse thrust to 60 KIAS, then forward idle to stop (includes air run distances). CORRECTIONS: Temperature: Valid from STD -20°C to STD +40°C FEET PER °C DRY WET BELOW standard day -11 -15 ABOVE standard day +28 +39 Slope: Valid from -2% downhill to +2% uphill FEET PER 1% SLOPE DRY WET UPHILL -93 -151 DOWNHILL +273 +524 Wind: Valid from -10 knot tailwind to + 20 knot headwind FEET PER KNOT DRY WET HEADWIND -35 -48 TAILWIND +94 +140

31115 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations (5) For airplanes identified in paragraph (c)(9) of this AD: Within 2 days after the effective date of this AD, revise the Operating Procedures Section of the existing AFM to include the information specified in figure 8 to paragraph (h)(5) of this AD. This may be done by inserting a copy of figure 8 to paragraph (h)(5) of this AD into the Operating Procedures Section of the existing AFM. Note 5 to paragraph (h)(5): Guidance for accomplishing the actions required by paragraph (h)(5) of this AD can be found in Boeing Multi Operator Message MOM– MOM–22–0030–01B(R3), dated March 22, 2022; and Boeing MD–80 Flight Crew Operations Manual Bulletin 80–2–019B, ‘‘Operation in airspace affected by 5G signal interference,’’ dated February 1, 2022. (i) Alternative Methods of Compliance (AMOCs) (1) The Manager, Los Angeles ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or responsible Flight Standards Office, as appropriate. If sending information directly to the manager of the certification office, send it to the attention of the person identified in paragraph (j)(1) of this AD. Information may be emailed to: 9- ANM-LAACO-AMOC-Requests@faa.gov. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the responsible Flight Standards Office. (3) AMOCs approved for AD 2021–23–12, Amendment 39–21810 (86 FR 69984, December 9, 2021) providing relief for specific radio altimeter installations are approved as AMOCs for the provisions of this AD. (j) Related Information (1) For more information about this AD, contact Eric Igama, Aerospace Engineer, Systems and Equipment Section, FAA, Los Angeles ACO Branch, 3960 Paramount Boulevard, Lakewood, CA 90712–4137; phone: 562–627–5388; email: Roderick.Igama@faa.gov. (2) For service information identified in this AD that is not incorporated by reference, contact Boeing Commercial Airplanes, Attention: Contractual & Data Services (C&DS), 2600 Westminster Blvd., MC 110 SK57, Seal Beach, CA 90740–5600; telephone 562–797–1717; internet https:// www.myboeingfleet.com. (k) Material Incorporated by Reference None. VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00023 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 ER23MY22.016</GPH> ER23MY22.017</GPH> lotter on DSK11XQN23PROD with RULES1 During Go-Around and Missed Approach If go-around is required, initial flight director pitch guidance will provide proper speed and pitch targets, but, under certain 5G interference conditions, the flight director cannot be commanded from the Flight Control Panel (FCP) to provide speed or heading guidance, and may not provide altitude capture guidance. If this guidance is not available, manually comply with missed approach procedures, including altitude constraints. Figure 8 to paragraph (h)(S) - AFM Operating Procedures Revision for Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), MD-88, and MD-90-30 (Required by AD 2022-09-18) Radio Altimeter SG C-Band Interference, Approaches ILS Approaches For ILS approaches not prohibited by AD 2021-23-12, disconnect the autopilot and autothrottles, and place both flight director switches to OFF prior to glideslope intercept. Note: Possible erroneous radio altimeter indications may affect autopilot, autothrottles, and flight director guidance; manually intervene if necessary. Non-Precision Approaches Non-precision instrument approaches can be conducted using LNAV NNA V with flight directors, autopilot, and autothrottle to published BARO minimums.

31116 Federal Register / Vol. 87, No. 99 / Monday, May 23, 2022 / Rules and Regulations Issued on April 28, 2022. Gaetano A. Sciortino, Deputy Director for Strategic Initiatives, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2022–11058 Filed 5–18–22; 4:15 pm] BILLING CODE 4910–13–C DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2022–0519; Project Identifier MCAI–2022–00589–R; Amendment 39–22050; AD 2022–10–51] RIN 2120–AA64 Airworthiness Directives; Airbus Helicopters and Airbus Helicopters Deutschland GmbH (AHD) Helicopters AGENCY : Federal Aviation Administration (FAA), DOT. ACTION : Final rule; request for comments. SUMMARY : The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS350B, AS350B1, AS350B2, AS350B3, AS350BA, AS350D, AS355E, AS355F, AS355F1, AS355F2, AS355N, AS355NP, EC130B4, and EC130T2 helicopters; and Airbus Helicopters Deutschland GmbH (AHD) Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, EC135T3, MBB–BK 117 C–2, MBB–BK 117 D–2, and MBB–BK 117 D– 3 helicopters. This AD was prompted by a supplier report of a non-conformity occurring during production. This AD requires removing certain flight control Flexball cables from service and prohibits installing those flight control Flexball cables on any helicopter, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also requires reporting certain information. The FAA previously sent an emergency AD to all known U.S. owners and operators of these helicopters. The FAA is issuing this AD to address the unsafe condition on these products. DATES : This AD is effective June 7, 2022. Emergency AD 2022–10–51, issued on May 3, 2022, which contained the requirements of this amendment, was effective with actual notice. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of June 7, 2022. The FAA must receive comments on this AD by July 7, 2022. ADDRESSES : You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods: • Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: (202) 493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, Washington, DC 20590. • Hand Delivery: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For EASA material incorporated by reference (IBR) in this final rule, contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221 8999 000; email ADs@easa.europa.eu; internet www.easa.europa.eu. You may find this IBR material on the EASA website at https://ad.easa.europa.eu. For Airbus Helicopters service information identified in this final rule, contact Airbus Helicopters, 2701 North Forum Drive, Grand Prairie, TX 75052; telephone (972) 641–0000 or (800) 232– 0323; fax (972) 641–3775; or at https:// www.airbus.com/helicopters/services/ technical-support.html. You may view this material at the FAA, Office of the Regional Counsel, Southwest Region, 10101 Hillwood Pkwy., Room 6N–321, Fort Worth, TX 76177. For information on the availability of this material at the FAA, call (817) 222–5110. Service information that is IBRed is also available in the AD docket at https:// www.regulations.gov by searching for and locating Docket No. FAA–2022– 0519. Examining the AD Docket You may examine the AD docket at https://www.regulations.gov by searching for and locating Docket No. FAA–2022–0519; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this final rule, the EASA emergency AD, any comments received, and other information. The street address for Docket Operations is listed above. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT : Kristi Bradley, Program Manager, COS Program Management Section, Operational Safety Branch, Compliance & Airworthiness Division, FAA, 10101 Hillwood Pkwy., Fort Worth, TX 76177; telephone (817) 222–5110; email kristin.bradley@faa.gov. SUPPLEMENTARY INFORMATION : Background On May 3, 2022, the FAA issued Emergency AD 2022–10–51 for Airbus Helicopters Model AS350B, AS350B1, AS350B2, AS350B3, AS350BA, AS350D, AS355E, AS355F, AS355F1, AS355F2, AS355N, AS355NP, EC130B4, and EC130T2 helicopters; and Airbus Helicopters Deutschland GmbH (AHD) Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, EC135T3, MBB–BK 117 C–2, MBB–BK 117 D–2, and MBB–BK 117 D– 3 helicopters. Emergency AD 2022–10– 51 requires removing certain part- numbered and serial-numbered flight control Flexball cables from service and prohibits installing those flight control Flexball cables on any helicopter. Emergency AD 2022–10–51 also requires reporting certain information to Airbus Helicopters or AHD, as applicable. The FAA sent the emergency AD to all known U.S. owners and operators of these helicopters. That action was prompted by EASA Emergency AD 2022–0077–E, dated April 29, 2022 (EASA AD 2022–0077– E), to correct an unsafe condition for Airbus Helicopters (AH), formerly Eurocopter, Eurocopter France, Aerospatiale, Model AS 350 B, AS 350 B1, AS 350 B2, AS 350 B3, AS 350 BA, AS 350 BB, AS 350 D, AS 355 E, AS 355 F, AS 355 F1, AS 355 F2, AS 355 N, AS 355 NP, EC 130 B4, and EC 130 T2 helicopters, all serial numbers (S/Ns); and Airbus Helicopters Deutschland GmbH (AHD), formerly Eurocopter Deutschland GmbH, Eurocopter Espan ˜ a S.A., Model EC 135 T1, EC 135 T2, EC 135 T2+, EC 135 T3, EC 135 P1, EC 135 P2, EC 135 P2+, EC 135 P3, EC 635 T1, EC 635 T2+, EC 635 T3, EC 635 P2+, EC 635 P3, MBB–BK 117 D–2, MBB–BK 117 D–3, MBB–BK 117 D–3m, and MBB–BK 117 C–2 helicopters, all S/Ns. The FAA is issuing this AD to address non-conforming flight control Flexball cables, which, if not addressed, could result in increased friction inside the flight control Flexball cables, jamming of the flight controls, and subsequent loss of control of the helicopter. See EASA AD 2022–0077–E for additional background information. Related Service Information Under 1 CFR Part 51 EASA AD 2022–0077–E requires replacing affected flight control Flexball cables with a serviceable part and prohibits installing an affected flight control Flexball cable on any helicopter. This material is reasonably available because the interested parties have access to it through their normal course VerDate Sep<11>2014 16:26 May 20, 2022 Jkt 256001 PO 00000 Frm 00024 Fmt 4700 Sfmt 4700 E:\FR\FM\23MYR1.SGM 23MYR1 lotter on DSK11XQN23PROD with RULES1