What does FAA AD 2026-13-11 require for Boeing 787 operators flying to Canada?
FAA AD 2026-13-11, effective July 1, 2026, requires operators of non-radio altimeter-tolerant Boeing 787-8, 787-9, and 787-10 aircraft to revise both the AFM Limitations Section and the AFM Operating Procedures Section before further flight in Canadian airspace, due to 5G Lower C-Band interference with radio altimeters.
Quick Compliance Summary
| Regulatory body | Federal Aviation Administration (FAA) |
| AD number | 2026-13-11 — Amendment 39-23394 |
| Docket | FAA-2026-7203 |
| Aircraft affected | All Boeing 787-8, 787-9, and 787-10 |
| What changed | Non-radio altimeter-tolerant 787s require AFM Limitations and Operating Procedures revisions before further flight in Canadian airspace |
| Compliance deadline | July 1, 2026 — already effective |
| Terminating action available | Yes — upgrade to radio altimeter-tolerant airplane ends all limitations |
| Who must act | Operators, Directors of Operations, CAMOs, Flight Standards teams managing 787 fleets with Canadian operations |
| Source | Federal Register Vol. 91, No. 125, June 30, 2026 — FR Doc 2026-13217 |
Who Should Read This
This update is directly relevant to:
- Directors of Operations for airlines with 787 Canadian routes
- Directors of Maintenance responsible for AFM currency
- Continuing Airworthiness Managers (CAMs)
- Flight Operations and Standards departments
- Crew Training and Standards teams
- Dispatch and Operational Control departments
This is the third type-specific 5G AD published alongside the general transport category directive (AD 2026-13-02). A separate AD covers the 737 Classic and NG family (AD 2026-13-13). A separate AD covers the 737 MAX family. The 787 is in scope under this AD.
At a Glance
| Item | Details |
|---|---|
| AD Number | 2026-13-11 |
| Amendment | 39-23394 |
| Docket | FAA-2026-7203 |
| ATA Code | 34 — Navigation |
| Aircraft | Boeing 787-8, 787-9, 787-10 |
| Effective Date | July 1, 2026 |
| Required action (non-RAT) | AFM Limitations revision + AFM Operating Procedures revision |
| Required action (RAT aircraft) | None |
| Unsafe condition | AIR/GROUND mode transition failure on landing → runway excursion risk |
| Terminating action | Upgrade to radio altimeter tolerant (RAT) airplane |
| US fleet size | 192 airplanes of US registry |
| Source authority | Transport Canada AD CF-2024-14; Boeing analysis May 2026 |
What Changed
The FAA published AD 2026-13-11 on June 30, 2026. It became effective July 1, 2026.
This AD was prompted by two developments.
First: Transport Canada notified the FAA in late March 2026 that 5G Lower C-Band interference protections in Canadian airspace would be substantially reduced from July 1, 2026. Airport exclusion and protection zones will no longer exist. Only radio altimeter-tolerant airplanes will be adequately protected.
Second: Boeing conducted an analysis of the expected changes in Canadian 5G Lower C-Band interference. In May 2026, Boeing reported that certain 787 configurations will not demonstrate tolerance to radio altimeter interference in the new Canadian 5G environment.
That analysis is the trigger for this specific AD. The FAA had already issued a general AD (2026-13-02) covering all transport and commuter category airplanes. This Boeing-specific AD imposes additional operating procedures requirements unique to the 787 family.
The FAA considers this AD an interim action. Further rulemaking may follow if the Canadian 5G environment changes.
Why It Matters
The specific unsafe condition for the 787 is identical to the MAX-family directive — and distinct from the 737 Classic/NG.
When a 787’s radio altimeter experiences 5G interference, certain airplane systems may not properly transition from AIR to GROUND mode when landing on certain runways.
The consequence is a longer landing distance than normal, due to:
- Delayed thrust reverser deployment
- Delayed speedbrake deployment
- Increased idle thrust
That combination can lead to a runway excursion.
The 787 AD goes further than the other type-specific 5G ADs in one important way. It requires not only an AFM Limitations revision but also an AFM Operating Procedures revision. The Operating Procedures section contains specific calculation steps that crews must follow to determine landing distance when operating in Canadian airspace on non-radio altimeter-tolerant airplanes. This operational layer is not present in the 737 Classic/NG or general transport category ADs.
Who Is Affected
All Boeing 787-8, 787-9, and 787-10 airplanes, certificated in any category.
There are no variant exclusions. All three 787 variants are in scope.
The FAA estimates 192 US-registered 787s are affected. The actual number requiring AFM action will be lower. The FAA expects that many 787s already have upgraded radio altimeters, making them radio altimeter-tolerant and exempt from the operating limitations.
Required Action — Two-Part AFM Revision
For non-radio altimeter-tolerant airplanes, before further flight in Canadian airspace:
Part 1 — Revise the AFM Limitations Section
Insert the limitations specified in Figure 4 to paragraph (h)(1) of the AD. This may be done by inserting a copy of the figure directly into the existing AFM.
Part 2 — Revise the AFM Operating Procedures Section.
Insert the operating procedures specified in Figure 5 to paragraph (h)(2) of the AD. This may be done by inserting a copy of the figure directly into the existing AFM.
Note: If your AFM already has an Operating Procedures Section that complies with paragraph (h)(2) of AD 2023-12-10 (the prior US domestic 5G AD for the 787), that is acceptable for compliance with this paragraph.
For radio altimeter-tolerant airplanes: No action is required under this AD.
Terminating Action — End the Limitations Permanently
This AD provides a path to permanently end the limitations.
Modifying a non-RAT airplane to a radio altimeter-tolerant airplane terminates both the Limitations and the Operating Procedures requirements. Once modified, the limitations and procedures may be removed from the AFM.
Two upgrade options are available:
| Option | Cost estimate |
|---|---|
| Radio altimeter replacement | Up to $120,000 (parts and labor) |
| Filter addition (per filter) | Up to $14,040 (24 work-hours + $12,000 parts) |
For operators with significant Canadian network exposure, the terminating action may be the more cost-effective long-term approach compared to managing ongoing AFM limitations and crew briefing requirements.
AMOCs previously approved for AD 2023-12-10 at paragraph (j)(3) of that AD — specifically FAA AMOC letters 720-23-00137 and 720-23-00169 — are approved as AMOCs for the radio altimeter-tolerant airplane definition in this AD.
Operational Impact
This AD applies immediately to Canadian operations. There is no grace period.
Two things make the 787 AD operationally heavier than the 737-family ADs.
First: the two-part AFM revision (Limitations plus Operating Procedures) requires two separate AFM sections to be updated, not one. The Maintenance and Flight Standards teams need to confirm that both sections are current before dispatch to Canada.
Second, the revision to the Operating Procedures requires crews to perform specific landing-distance calculations when operating under limitations in Canadian airspace. This is a crew training and dispatch briefing item, not just a document task.
For operators with high-frequency Canadian 787 operations — Toronto, Vancouver, Montreal, Calgary, Ottawa — the terminating action upgrade is worth a serious cost-benefit assessment now, rather than managing the operational limitations indefinitely.
Key Dates
| Event | Date |
|---|---|
| FAA AD 2023-12-10 issued (prior US domestic 5G 787 AD) | June 21, 2023 |
| Transport Canada notifies FAA of July 1, 2026 changes | Late March 2026 |
| Boeing analysis confirms non-RAT 787 vulnerability | May 2026 |
| AD 2026-13-11 published | June 30, 2026 |
| AD 2026-13-11 effective / Canadian 5G protections removed | July 1, 2026 |
| FAA comment deadline | August 14, 2026 |
Source Documents
- Federal Register Vol. 91, No. 125, June 30, 2026 — FR Doc 2026-13217 (AD 2026-13-11)
- Related: FAA AD 2026-13-02 — all transport/commuter category airplanes (5G general AD)
- Related: FAA AD 2026-13-13 — Boeing 737 Classic and NG family
- Related: FAA AD 2026-13-MAX — Boeing 737-8, -9, -8200 family
- Transport Canada AD CF-2024-14 — tc.canada.ca/en/aviation
FAA AD 2026-13-11 Boeing 787 5G Canadian airspace: FAQ
Is this the same as the general transport category 5G AD (2026-13-02)?
No. The general AD requires only a revision to the AFM Limitations. This 787-specific AD also requires an AFM Operating Procedures revision that includes specific landing-distance calculation steps. The 787 has a more complex set of AFM requirements than the general directive.
What happens if a 787 is already radio-altimeter-tolerant?
No action is required under this AD. AMOCs previously approved for AD 2023-12-10 are accepted as proof of radio altimeter-tolerant status for this AD.
What are the two terminating action options?
Option 1 is radio altimeter replacement — up to $120,000 including parts and labor. Option 2 is a filter addition — up to $14,040 per filter. Either option, once completed, terminates all limitations and operating procedures for that airplane.
Does this AD apply to 787s that never operate in Canada?
No. The FAA states that airplanes that do not operate in Canada will not be required to comply and will incur no costs under this AD.
What is the Operating Procedures revision and why does it matter operationally?
The Operating Procedures revision provides flight crews with specific procedures for calculating landing distances when operating within Canadian airspace limitations. This requires crew briefing, not just AFM document control. Dispatch teams and training departments need to be aware.
Related Reading:
- FAA AD 2026-13-06: Rolls-Royce Trent XWB Fuel Manifold Hose Inspection
- FAA AD 2026-13-13: Boeing 737 Classic and NG Family Now Subject to 5G C-Band
- FAA Issues Emergency Radio Altimeter ADs for Canadian Airspace — Effective July 1, 2026
aviationregwatch.com publishes regulatory intelligence for aviation compliance professionals. This article is an informational summary, not legal or airworthiness advice. Consult your aircraft manufacturer, type certificate holder, or legal counsel for compliance decisions.