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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2024-2328; Project Identifier AD-2024-00282-Q,R;
Amendment 39-22863; AD 2024-20-04]
RIN 2120-AA64
Airworthiness Directives; Various Helicopters
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
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SUMMARY: The FAA is superseding Airworthiness Directive (AD) 2024-01-
11, which applied to all helicopters with certain Pacific Scientific
Company rotary buckle assemblies (buckles) installed. AD 2024-01-11
required inspecting the buckle screws and, depending on the results,
reidentifying the buckle, replacing the screws and reidentifying the
buckle, or replacing the buckle. AD 2024-01-11 also prohibited
installing certain buckles. This AD retains the requirements of AD
2024-01-11, expands the applicability, and updates the referenced
material. As an option to the actions required by this AD, this AD
allows removing the male side from the lap of the restraint system
assembly and installing a placard stating that use of the seat is
prohibited; use of that crewmember seat or passenger seat is then
prohibited until the actions required by the AD are accomplished and
the male side from the lap of the restraint system assembly is
reinstalled. This AD was prompted by a manufacturing defect in the
screws used inside the buckle. The FAA is issuing this AD to address
the unsafe condition on these products.
DATES: This AD is effective November 12, 2024.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of November 12, 2024.
The FAA must receive comments on this AD by December 9, 2024.
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 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.
AD Docket: You may examine the AD docket at regulations.gov under
Docket No. FAA-2024-2328; 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.
Material Incorporated by Reference:
For Parker Meggitt material identified in this AD, contact
Parker Meggitt Services, 1785 Voyager Avenue, Simi Valley, CA 93063;
phone: 877-666-0712; email: TechSupport@meggitt.com; website:
meggitt.com/services_and_support/customer_experience/update-on-buckle-
assembly-service-bulletins.
You may view this material at the FAA, Office of the
Regional Counsel, Southwest Region, 10101 Hillwood Parkway, Room 6N-
321, Fort Worth, TX 76177. For information on the availability of this
material at the FAA, call (817) 222-5110. It is also available at
regulations.gov under Docket No. FAA-2024-2328.
FOR FURTHER INFORMATION CONTACT: David Kim, Aviation Safety Engineer,
FAA, 3960 Paramount Boulevard, Lakewood, CA 90712; phone: (562) 627-
5274; email: david.kim@faa.gov.
SUPPLEMENTARY INFORMATION:
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
the ADDRESSES section. Include "Docket No. FAA-2024-2328; Project
Identifier AD-2024-00282-Q,R" 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
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 David
Kim, Aviation Safety Engineer, FAA, 3960 Paramount Boulevard, Lakewood,
CA 90712; phone: (562) 627-5274; email: david.kim@faa.gov. Any
commentary that the FAA receives which is not specifically designated
as CBI will be placed in the public docket for this rulemaking.
Background
The FAA issued AD 2024-01-11, Amendment 39-22662 (89 FR 6008,
January 31, 2024) (AD 2024-01-11), for all helicopters with a Pacific
Scientific Company buckle part number (P/N) 1111475 (all dash numbers)
or P/N 1111548-01 installed, if the buckle was manufactured between
January 2012 and September 2012 inclusive or has an unknown date of
manufacture (DOM). These same part-numbered buckles may also be
installed in airplanes; the FAA published a separate notice of proposed
rulemaking on February 29, 2024 (89 FR 14783) to address all airplanes
with a Pacific Scientific Company buckle P/N 1111475 (all dash numbers)
or P/N 1111548-01 installed.
For helicopters with the identified buckles, AD 2024-01-11 required
inspecting each buckle screw for cracked, loose, and missing screw
heads and, depending on the results, replacing the buckle or inspecting
each screw to determine if any screw has a Torx head. Depending on the
results of that inspection, AD 2024-01-11 required reassembling the
buckle (if necessary) and reidentifying it with "INS. A" or replacing
each Torx head screw with a hex head screw, reassembling the buckle,
and reidentifying the buckle with "MOD. A." If a screw head broke off
during disassembly, AD 2024-01-11 required replacing the buckle with an
airworthy buckle. Lastly, AD 2024-01-11 prohibited installing an
identified buckle unless it was marked with "MOD. A" or "INS. A."
AD 2024-01-11 resulted from a report of a 2012 manufacturing defect
in the screws used inside Pacific Scientific Company buckles P/N
1111475 (all dash numbers) and P/N 1111548-01. The screws used to
fasten the load plate to the body of the buckle were found to be
susceptible to hydrogen embrittlement due to improper baking during the
electroplating process. This condition leads the screwhead to separate
from the body of the screw when under load, which could result in the
buckle failing to restrain the occupant to the seat. This condition was
identified in screw Lots 348601-A and 348994-A, which were manufactured
between January 2012 and September 2012, and were the first two lots of
screws received by Pacific Scientific Company from a new supplier. The
FAA issued AD 2024-01-11 to prevent cracking and missing screw heads
when under load, which, if not addressed, could result in a failure of
the buckle to restrain the occupant.
Actions Since AD 2024-01-11 Was Issued
Since the FAA issued AD 2024-01-11, additional review by the
manufacturer revealed that an additional lot of screws, Lot 358764-A,
is also affected by the same unsafe condition, which expands the DOM to
April 2013 inclusive.
Parker Meggitt also revised Service Bulletin (SB) 1111475-25-001-
2023 and SB 1111548-25-001-2023, each Revision 001 and dated December
1, 2023 (SB 1111475-25-001-2023 Rev 001 and SB 1111548-25-001-2023 Rev
001), to SB 1111475-25-001-2023 and SB 1111548-25-001-2023, each
Revision 002 and dated April 1, 2024 (SB 1111475-25-001-2023 Rev 002
and SB 1111548-25-001-2023 Rev 002). SB 1111475-25-001-2023 Rev 002 and
SB 1111548-25-001-2023 Rev 002 specify the same procedures as SB
1111475-25-001-2023 Rev 001 and SB 1111548-25-001-2023 Rev 001, except
SB 1111475-25-001-2023 Rev 002 and SB 1111548-25-001-2023 Rev 002
expand the applicability, update material and tooling information, add
and clarify certain Accomplishment Instructions procedures, and update
figures.
The FAA is issuing this AD to address the unsafe condition on these products.
Comments to AD 2024-01-11
After AD 2024-01-11 was published, the FAA received comments from
26 commenters. The commenters included Airbus, Airbus Atlantic, Airbus
Helicopters, Airbus India Private Limited, AS Aerospace, Ltd., ASL
Airlines Australia, Avionord, Castle Air, the Civil Aviation Safety
Authority of Australia, Emirates Airlines, Etihad Airways, East West
Helicopter-Panterra Heli Support, Elifriulia S.p.A., Elitellina--
Pegasus Aero Group, Jordan Aviation, NASA Glenn Research Center
Aircraft Operation (NASA), Parker Meggitt, Qatar Airways, Sabena
Technics, San Antonio Police Helicopter Unit, SAS Airlines, SkyUP
Ukraine, Starlux Airlines, Summit Helicopters, Inc., and two anonymous
commenters. The following presents the comments received on AD 2024-01-
11 and the FAA's response to each comment.
Comment Regarding State of Design
The Civil Aviation Safety Authority of Australia asked if the FAA
or Parker Meggitt in the United Kingdom is the state of design for
Pacific Scientific Company for the specified buckles.
The United States is the state of design for the restraints and
granted the technical standard order authorizations for those
restraints; the oversight is the responsibility of the FAA.
Comments Regarding Buckles Installed in Airplanes
Airbus India Private Limited, Emirates Airlines, Jordan Aviation,
Qatar Airlines, SAS Airlines, SkyUP Ukraine, and Starlux Airlines asked
if AD 2024-01-11 applies to airplanes and Airbus, ASL Airlines
Australia, Emirates Airlines, Etihad Airways, Jordan Aviation, NASA,
Qatar Airlines, and SkyUP Ukraine explained that the affected buckles
may be installed in aircraft other than helicopters.
This AD applies to all helicopters with the affected buckles
installed. The FAA published a separate notice of proposed rulemaking
(89 FR 14783, February 29, 2024) to address all airplanes with an
affected buckle installed because the FAA determined that a longer
compliance time to accomplish the required actions is allowable for
buckles installed in airplanes. The separate AD rulemaking for buckles
installed in airplanes is available at federalregister.gov and
regulations.gov under Docket No. FAA-2024-2328.
Requests for Clarification of the Applicability Product Type
Airbus India Private Limited requested clarification regarding
whether AD 2024-01-11 is a rotorcraft or appliance AD and provided
images from the FAA's Dynamic Regulatory System website (DRS), which is
the website that stores ADs and other regulatory and guidance material,
that show the product type as appliance and the product subtype as
rotorcraft. An anonymous commenter suggested the FAA specify in the
SUMMARY section in the preamble and the Applicability paragraph of the
rule portion that the AD is an appliance AD.
AD 2024-01-11 applied to rotorcraft with a specific appliance
installed. Regarding the information in DRS listing the product type as
appliance and the product subtype as rotorcraft, the FAA has since
updated the listing in DRS to show the product type as both aircraft
and appliance, and the subtype as rotorcraft. The FAA disagrees with
explicitly stating that the AD is an appliance AD in the SUMMARY
section and the Applicability paragraph because the AD is, in fact, a
rotorcraft AD that affects all helicopters with the affected buckles
installed. Additionally, the purpose of the SUMMARY section is to
briefly explain the AD action, which may include, but is not limited
to, providing the following types of information: affected products or
articles, required actions, and the unsafe condition. And the purpose
of the Applicability paragraph is to clearly identify the affected
products or articles.
Requests for the Referenced Material and a Direct Link in the
Background Section
Avionord, Castle Air, Elifriulia S.p.A, and Sabena Technics
requested a copy of the service bulletins referenced in AD 2024-01-11.
Parker Meggitt requested the FAA add a hyperlink in the Background section to
www.meggitt.com/services_and_support/customer_experience/update-
onbuckle-assembly-service-bulletins, which provides a direct
link to the service bulletins.
The service bulletins referenced in AD 2024-01-11 are available in
the AD docket at www.regulations.gov/document/FAA-2024-0034-0002. The
ADDRESSES section, as well as the Material Incorporated by Reference
paragraph, provide availability information for the service bulletins,
including the direct link requested by Parker Meggitt. Regarding the
request to add the direct link in the Background section, the purpose
of the Background section is to explain the unsafe condition and the
FAA's justification for issuing the AD action. It may include, but is
not limited to, providing the following types of information: the
circumstances that created the need to correct the unsafe condition,
historical information, consequences if the unsafe condition is not
corrected, and any other information that supports the AD action.
Additionally, the service bulletins referenced in AD 2024-01-11 are no
longer available at that direct link. Since this request does not
correct information, it has not been incorporated into this new AD.
Comments Regarding Parker Meggitt Services' Email Address
East West Helicopter-Panterra Heli Support, Elifriulia S.p.A.,
Parker Meggitt, Pegasus Aero-Group, Sabena Technics, and Summit
Helicopters, Inc., stated that the email address identified in AD 2024-
01-11 for contacting Parker Meggitt Services was incorrect.
The FAA has corrected the email address for contacting Parker
Meggitt Services in this AD to TechSupport@meggitt.com.
Request To Clarify the Received Report in the Background Section
Parker Meggitt requested the FAA revise the Background section by
clarifying that the report received by the FAA is for a "2012"
manufacturing defect in the screws used inside Pacific Scientific
Company buckle P/N 1111475 (all dash numbers) and P/N 1111548-01 to
prevent operator confusion.
The FAA agrees and has revised the Background section in this new
AD accordingly.
Comments Regarding Illegible Dates of Manufacture or Lack of DOM Marking
East West Helicopter-Panterra Heli Support commented that the DOM
on the plastic tag on the back of the buckle is easily erased and the
AD requires replacing any Torx head screws before further flight if the
date tag is unreadable on the buckle. Airbus Atlantic commented that
some buckles may not have been marked with a DOM and asked when the DOM
marking was implemented.
The FAA acknowledges these comments and infers concern that some
buckles may be repaired or replaced unnecessarily due to the date of
manufacture not being legible. Applicable part-numbered buckles with an
illegible or missing DOM, including those that may have never been
marked, are considered as having an unknown DOM for the purposes of
this AD and must comply with the requirements of this AD. Additionally,
the compliance time to accomplish the inspections is within 3 months
after the AD's effective date; only if, as a result of the inspections,
it is determined that a Torx head screw is installed, is replacing each
Torx head screw required before further flight. The DOM marking was
added to buckle P/N 1111475 (all dash numbers) after the initial 2012
investigation while buckle P/N
1111548-01 has always been marked with the DOM. Additionally, part
marking preservation and reidentification is the responsibility of
operators.
Comment Regarding Availability of Replacement Screws, Grounding
Helicopters, and Requesting Alternative Methods of Compliance (AMOCs)
East West Helicopter-Panterra Heli Support commented that the
supplier of the affected screws has no screws available, and none are
on order. East West Helicopter-Panterra Heli Support further commented
that the lack of screws could ground helicopters and the alternate
option to replace the entire seat belt harness with a parts cost of
$8,135 is not stated in the Costs of Compliance section. East West
Helicopter-Panterra Heli Support requested the FAA revise the AD to
allow a daily inspection to ensure that no screw heads are broken off
until the AD is due in May (2024), which could also provide time for
screws to become available over the next couple of months and avoid
grounding helicopters. An anonymous commenter referenced East West
Helicopter-Panterra Heli Support's comment and inquired whether an AMOC
could be requested for repetitive inspections until parts become
available or for an extension to accomplish a repair.
To the extent spare parts may not exist to replace parts that fail
the inspection requirements of this AD, the FAA cannot base its AD
action on whether spare parts are available or can be produced. While
every effort is made to avoid grounding aircraft, the FAA must address
the unsafe condition. While operators may choose to replace the entire
seat belt harness assembly, it is not necessary to do so as the buckle
can be replaced, which may include repairing the buckle, as a component
independently from the assembly. Regarding the request to allow a daily
inspection to ensure that no screw heads are broken off, operators may
request approval of any specific alternative actions as an AMOC under
the provisions of paragraph (i) of this AD.
Requests Regarding Deactivating a Seat
An anonymous commenter requested the FAA revise its AD to allow
deactivating and placarding as "Inoperative" an identified discrepant
buckle on a seat, other than the one(s) which must be occupied by the
minimum crew required to operate the affected rotorcraft, per 14 CFR
91.213(b) and MMEL [Master Minimum Equipment List] PL-34. The commenter
also requested clarification of the FAA's position regarding
deactivating non-operational seats.
The FAA agrees with the commenter's request and has added an
optional action for the AD requirements. This AD allows, for a
crewmember seat or passenger seat with a restraint system with an
affected buckle installed, removing the male side from the lap of the
restraint system assembly and fabricating and installing a placard on
the seat stating that use of the seat is prohibited. Use of that
crewmember seat or passenger seat is then prohibited until the actions
required by the AD are accomplished and the male side from the lap of
the restraint system assembly is reinstalled.
Request To Change Citations of Referenced Material
AS Aerospace Ltd requested the FAA change the paragraph citations
to referenced service bulletins in the Required Actions paragraph to
begin with a number instead of a letter, e.g., state "paragraph
4.B.(4)(a)" instead of "paragraph B.(4)(a)" because the service
bulletins identify a number before each section title.
The FAA disagrees. The paragraph citations to the service bulletins
suffice since they identify the section of the service bulletins by
title instead, e.g., "Accomplishment Instructions, paragraph
B.(4)(a)."
Request To Correct the Flow Chart in Referenced Material
Airbus Atlantic commented that an error in the flowchart in the
Parker Meggitt service bulletin results in buckles being incorrectly
reidentified.
The flowcharts in Parker Meggitt SB 1111475-25-001-2023 and SB
1111548-25-001-2023, each original issue and dated September 1, 2023,
specify only the reidentification of "MOD. A." One of the changes
incorporated in SB 1111475-25-001-2023 Rev 001 and in SB 1111548-25-
001-2023 Rev 002 was a change in the flowcharts to reidentify the
buckle with "INS. A" or "MOD. A" depending on the inspection
results.
Request To Revise a Service Bulletin Figure
Airbus Atlantic requested revision of the "Torx Head Screws vs.
Hex Head Screws" figure (Figure 7 of SB 1111475-25-001-2023 Rev 001
and Figure 5 of SB 1111548-25-001-2023 Rev 001) in the service
bulletins to add the dates when each screw was used.
The FAA cannot require a manufacturer to revise its publications;
however, the FAA does include exceptions in an AD to referenced
material that is required for compliance to correct information within
the referenced material. The proposed changes do not correct
information in the referenced material and accordingly, have not been
incorporated into this new AD.
Requests for Clarification Regarding Returning Parts to Parker Meggitt
An anonymous commenter requested clarification regarding whether a
buckle needs to be scrapped when a screw head breaks off during
disassembly because it cannot be sent to Parker Meggitt for repair.
And, if so, the commenter requested the FAA revise the AD to state that
such buckles must be scrapped and update the Costs of Compliance
accordingly. The commenter also asked if the FAA intended to prevent
operators from attempting to repair such buckles in the field by
removing the threaded portion of the broken screw and installing a new
screw and, if so, to consider deleting the paragraph in the Required
Actions paragraph and let the service information stand as-is (i.e.,
return a buckle with broken screws to Parker Meggitt for repair or
replacement).
Since the AD does not require (permanently) removing a damaged
buckle from service, the damaged buckle may be returned to an airworthy
condition. The AD does not require returning a buckle to Parker Meggitt
because the FAA does not have the authority to direct operators to
return defective components to the manufacturer in this AD. Because the
AD also does not specify any particular procedure to return a damaged
buckle to an airworthy condition, a procedure that is acceptable to the
FAA must be used, which includes operators choosing to return a damaged
buckle to Parker Meggitt for repair as the AD does not prohibit an
operator from doing so. Operators may also request approval of any
specific corrective actions as an AMOC under the provisions of
paragraph (i) of this AD.
Requests Regarding the Magnet Used for the Magnet Test
Airbus Helicopters commented regarding Meggitt Service Bulletin SB
1111475-25-001-2023 and stated that the magnetism strength of the
magnet is the representative physical quantity to determine if each
screw has a Torx head or hex head in the magnet test. Airbus
Helicopters asked if Meggitt would provide more precise information
concerning the magnet (particularly its magnetism strength) and if
Meggitt would provide this magnet as a specific
tool to ensure proper application of the service bulletin. Airbus
Atlantic also requested that the service bulletin specify precise/
physical characteristics of the magnet to be used to perform the magnet
test. Additionally, Airbus Atlantic requested that Meggitt specify the
magnet as a special tool with a part number and provide that tool to
operators.
Since AD 2024-01-11 was issued, SB 1111475-25-001-2023 Rev 001 has
been revised to Rev 002, to incorporate various changes, including the
addition of a website link to magnet P/N 5862K104 under the Material
Information, paragraph G.--Special Tooling. The website at this link
provides various magnet specification information. SB 1111475-25-001-
2023 Rev 002 also recommends certain magnet dimensions and explains
that a magnet that is strong enough to not slip off the buckle suffices
for the purposes of the magnet test. Regarding the request for Meggitt
to provide a magnet, the FAA does not have the authority to require a
manufacturer to send any tooling to an operator.
Requests Regarding the Magnet Test for a Buckle With Velcro Installed
on Its Back Plate
Airbus Helicopters commented regarding Meggitt Service Bulletin SB
1111475-25-001-2023 that the magnet test is not applicable for all
buckles because some buckles have Velcro on their back plate that
attaches padding between the buckle and the occupant. Airbus
Helicopters requested that Meggitt provide an alternate method for
buckles with this Velcro installed. Airbus Atlantic also expressed
concern about inaccurate results from the magnet test when Velcro is
attached to the buckle back plate.
Since AD 2024-01-11 was issued, SB 1111475-25-001-2023 Rev 001, as
well as SB 1111548-25-001-2023 Rev 001, were revised to Rev 002 to
incorporate various changes, including the addition of procedures to
accomplish the magnet test for a buckle that has Velcro installed on
its back plate. Therefore, this AD provides two other methods for
determining if any screw has a Torx head as an alternative to the
magnet test.
Requests for Clarification of "Thin Metal Stock" and Removing a Buckle
Airbus Helicopters commented regarding Meggitt Service Bulletin SB
1111475-25-001-2023 and requested that Meggitt provide more details
about the "thin metal stock" to be used to remove a buckle, the way
to proceed, and a reference to a well-known procedure of CMM [Component
Maintenance Manual].
Since AD 2024-01-11 was issued, SB 1111475-25-001-2023 Rev 001 was
revised to Rev 002 to incorporate various changes, including the
addition of dimensions and specification of a shim or feeler gauge
(metal stock) under the Material Information, paragraph G.--Special
Tooling. This AD requires using Revision 2 of the referenced material
to accomplish its requirements. AD 2024-01-11 does not refer to a
component maintenance manual and the FAA cannot require a manufacturer
to revise its publications.
Requests for Torque Values
Airbus Helicopters commented regarding Meggitt Service Bulletin SB
1111475-25-001-2023 and requested that Meggitt provide the precise
torque values to reassemble the two parts of the buckle because the
values are missing.
Since AD 2024-01-11 was issued, SB 1111475-25-001-2023 Rev 001 was
revised to Rev 002 to incorporate various changes, including the
addition of the torque values. Further, this AD requires using Revision
2 of the referenced material to accomplish its requirements.
Request Regarding Service Bulletin Accomplishment Traceability
Airbus Helicopters commented regarding Meggitt Service Bulletin SB
1111475-25-001-2023 and requested that Meggitt provide a proposal for
buckle (re)identification that indicates the completion of its service
bulletin to ensure the traceability of affected buckles.
Parker Meggitt SB 1111475-25-001-2023 Rev 002, which is
incorporated by reference in this AD, specifies procedures for marking
affected buckles that have passed the inspections with "INS. A" and
marking affected buckles that have successfully been modified with
"MOD. A."
FAA's Determination
The FAA is issuing this AD because the agency determined the unsafe
condition described previously is likely to exist or develop in other
products of the same type design.
Material Incorporated by Reference Under 1 CFR Part 51
The FAA reviewed SB 1111475-25-001-2023 Rev 002 for buckle P/N
1111475 and SB 1111548-25-001-2023 Rev 002 for buckle P/N 1111548-01.
This material specifies procedures for inspecting the buckle for any
missing or loose screw heads and depending on the results, replacing
the buckle and sending the removed buckle to Parker Meggitt for repair
or replacement. If after that first inspection, all of the screw heads
are intact, this material specifies procedures for inspecting the
buckle for any Torx head screws (alloy steel) and, depending on the
results, allowing the buckle assembly to remain in-service temporarily,
replacing any Torx head screws (alloy steel) with new hex head screws
(stainless steel), and checking the functionality of the buckle. This
material also specifies procedures for removing a buckle from a
restraint system, installing a buckle on a restraint system, and
returning buckles to Parker Meggitt. If the buckle passes the specified
inspections or is modified by replacing Torx head screws (alloy steel)
with new hex head screws (stainless steel) screws, this material
specifies procedures for reidentifying the back of the buckle.
The buckle may be included as a component of a different part-
numbered restraint system assembly. This material identifies known
affected restraint system assembly P/Ns.
This material is reasonably available because the interested
parties have access to it through their normal course of business or by
the means identified in the ADDRESSES section.
AD Requirements
This AD requires accomplishing the actions specified in the
referenced material described previously, except as discussed under
"Differences Between this AD and the Referenced Material."
Differences Between This AD and the Referenced Material
The material incorporated by reference does not specify any
compliance times, whereas this AD requires accomplishing the required
actions within three months. This AD also prohibits installing an
affected buckle on any helicopter unless the buckle includes "MOD A"
or "INS A" on the buckle as of the effective date of this AD.
The material incorporated by reference specifies sending any
damaged buckles to Parker Meggitt for repair or replacement, and this
AD does not. Instead, this AD requires replacing the buckle with an
airworthy buckle.
The material incorporated by reference allows buckles with a Torx
head (alloy steel) screw to remain in service temporarily and be
replaced at a time convenient to the operator, and this AD does not. If
a buckle has any number of Torx head (alloy steel) screws installed,
this AD requires replacing all four screws with hex head screws before
further flight.
If a screw head breaks off during disassembly of a buckle or if
reassembly of a buckle is not possible, the material incorporated by
reference specifies returning the buckle to Parker Meggitt, whereas
this AD does not. If a screw head breaks off during disassembly, this
AD requires replacing the buckle with an airworthy buckle. If
reassembly of a buckle is not possible, then the buckle is not
airworthy.
This AD has the optional action, for a crewmember seat or passenger
seat with a restraint system with an affected buckle installed, within
3 months after the effective date, of removing the male side from the
lap of the restraint system assembly and fabricating and installing a
placard on the seat stating that use of the seat is prohibited. Use of
that crewmember seat or passenger seat is then prohibited until the
actions required by the AD are accomplished and the male side from the
lap of the restraint system assembly is reinstalled. The material
incorporated by reference does not include this optional action.
Justification for Immediate Adoption and Determination of the Effective Date
Section 553(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 in an otherwise survivable accident, hard landing, or severe
turbulence, the buckle may fail to restrain the occupant. Based on the
rotorcraft accident rate, coupled with not knowing the propagation rate
of this unsafe condition into failure, the FAA determined that the
compliance time to inspect affected buckles installed in helicopters
must be within three months. Accordingly, notice and opportunity for
prior public comment are impracticable and contrary to the public
interest pursuant to 5 U.S.C. 553(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.
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 FAA has determined
that it has good cause to adopt this rule without prior notice and
comment, RFA analysis is not required.
Costs of Compliance
The FAA estimates that this AD affects approximately 21,313 buckles
installed on restraint systems in aircraft worldwide. The FAA has no
way of knowing the number of helicopters of U.S. Registry that may have
a restraint system with an affected buckle installed. The estimated
costs on U.S. operators reflects the maximum possible costs based on
affected buckles installed on restraint systems in aircraft worldwide.
Labor rates are estimated at $85 per work-hour. Based on these numbers,
the FAA estimates that operators may incur the following costs in order
to comply with this AD.
Inspecting a buckle will take approximately 0.1 work-hour for an
estimated cost of $9 per buckle and up to $191,817. for the U.S. fleet.
If required, replacing a set of screws (four) will take approximately
0.5 work-hour and parts will cost a nominal amount for an estimated
cost of $43 per buckle. Replacing a buckle will take approximately 0.5
work-hour and parts will cost approximately $740 for an estimated cost
of $783 per buckle. The FAA estimates a nominal cost for reidentifying
a buckle.
The optional action of removing the male side from the lap of the
restraint system assembly on the crewmember or passenger seat and
fabricating and installing a placard will take approximately 1.5 work-
hours and parts will cost a nominal amount for an estimated cost of
$128 per seat.
The FAA has included all known costs in its cost estimate.
According to the manufacturer, however, some of the costs of this AD
may be covered under warranty, thereby reducing the cost impact on
affected operators.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a "significant regulatory action" under Executive
Order 12866, and
(2) Will not affect intrastate aviation in Alaska.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
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]
2. The FAA amends Sec. 39.13 by:
a. Removing Airworthiness Directive 2024-01-11, Amendment 39-22662 (89
FR 6008, January 31, 2024); and
b. Adding the following new airworthiness directive:
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