8656 Federal Register / Vol. 90, No. 20 / Friday, January 31, 2025 / Rules and Regulations 

power systems and equipment at 

nuclear power plants. Subject to the 

conditions described in Section C of the 

RG, it endorses, IEEE Std. 741–2022, 

‘‘IEEE Standard for Criteria for the 

Protection of Class 1E Power Systems 

and Equipment for Nuclear Power 

Generating Stations.’’ 

As noted in the Federal Register on 

December 9, 2022 (87 FR 75671), this 

document is being published in the 

‘‘Rules’’ section of the Federal Register 

to comply with publication 

requirements under chapter I of title 1 

of the Code of Federal Regulations 

(CFR). 

III. Congressional Review Act 

This RG is a rule as defined in the 

Congressional Review Act (5 U.S.C. 

801–808). However, the Office of 

Management and Budget has not found 

it to be a major rule as defined in the 

Congressional Review Act. 

IV. Backfitting, Forward Fitting, and 

Issue Finality 

The issuance of Revision 4 to RG 1.32 

and RG 1.238 do not constitute 

backfitting as defined in 10 CFR 50.109, 

‘‘Backfitting,’’ and as described in NRC 

Management Directive (MD) 8.4, 

‘‘Management of Backfitting, Forward 

Fitting, Issue Finality, and Information 

Requests’’; affect issue finality of any 

approval issued under 10 CFR part 52, 

‘‘Licenses, Certificates, and Approvals 

for Nuclear Power Plants’’; or constitute 

forward fitting as defined in MD 8.4, 

because, as explained in these RGs, 

licensees would not be required to 

comply with the positions set forth in 

these RGs. 

V. Submitting Suggestions for 

Improvement of Regulatory Guides 

A member of the public may, at any 

time, submit suggestions to the NRC for 

improvement of existing RGs or for the 

development of new RGs. Suggestions 

can be submitted on the NRC’s public 

website at https://www.nrc.gov/readingrm/doc-collections/reg-guides/ 

contactus.html. Suggestions will be 

considered in future updates and 

enhancements to the ‘‘Regulatory 

Guide’’ series. 

Dated: January 28, 2025. 

For the Nuclear Regulatory Commission. 

Meraj Rahimi, 

Chief, Regulatory Guide and Programs 

Management Branch, Division of Engineering, 

Office of Nuclear Regulatory Research. 

[FR Doc. 2025–02065 Filed 1–30–25; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–2332; Project 

Identifier MCAI–2022–01479–R; Amendment 

39–22950; AD 2025–03–02] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) certain 

Airbus Helicopters Model AS332C, 

AS332C1, AS332L, AS332L1, AS332L2, 

AS355E, AS355F, AS355F1, AS355F2, 

AS355N, AS355NP, AS–365N2, AS 365 

N3, EC 155B, EC155B1, EC225LP, SA– 

365N, and SA–365N1 helicopters. This 

AD was prompted by a report of an 

unintentional activation of the hoist 

shear-button (shear-button) on the 

collective pitch handle during a night 

flight. This AD requires checking the 

operation of the shear-button safety-cap 

on each applicable collective pitch 

handle and prohibits installing certain 

part-numbered collective pitch handles 

or collective sticks with those partnumbered collective pitch handles 

installed unless certain requirements are 

met. The FAA is issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective March 7, 

2025. 

ADDRESSES: AD Docket: You may 

examine the AD docket at 

regulations.gov under Docket No. FAA– 

2024–2332; 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 mandatory continuing 

airworthiness information (MCAI), any 

comments received, and other 

information. The address for Docket 

Operations is U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Dan 

McCully, Aviation Safety Engineer, 

FAA, 1600 Stewart Avenue, Suite 410, 

Westbury, NY 11590; phone: (404) 474– 

5548; email: william.mccully@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to Airbus Helicopters AS332C, 

AS332C1, AS332L, AS332L1, AS332L2, 

AS355E, AS355F, AS355F1, AS355F2, 

AS355N, AS355NP, AS–365N2, AS 365 

N3, EC 155B, EC155B1, EC225LP, SA– 

365N, and SA–365N1 helicopters, with 

a collective pitch handle installed on a 

pilot or co-pilot collective stick having 

part number 704A41–1100–42, 704A41– 

1100–50, 704A41–1100–56, 704A41– 

1100–57, 704A41–1100–60, 704A41– 

1100–67, 704A41–1100–68, 704A41– 

1100–97, 704A41–1100–98, 704A41– 

1100–99, 704A41–1101–14, 704A41– 

1101–30, or 704A41–1101–32, as 

applicable to the model helicopter. The 

NPRM published in the Federal 

Register on October 16, 2024 (89 FR 

83437). The NPRM was prompted by 

European Union Aviation Safety Agency 

(EASA) AD 2022–0220, dated November 

16, 2022 (EASA AD 2022–0220) (also 

referred to as the MCAI), issued by 

EASA, which is the Technical Agent for 

the Member States of the European 

Union. The MCAI advises of a report of 

an inadvertent activation of the shearbutton on a collective pitch handle 

occurring during a night flight when the 

pilot was turning on the headlight 

adjacent to the shear-button, which is 

protected by a safety-cap that is fitted 

with a spring. Additionally, the MCAI 

states that further investigation 

determined aging of the spring may 

have led to improper functioning of the 

safety-cap. 

In the NPRM, the FAA proposed to 

require checking the spring of the 

collective pitch handle for correct 

positioning of the shear-button safetycap and, depending on the results, 

replacing the spring or deferring 

replacement of the spring and installing 

a placard and prohibiting night flying 

during the deferment. The owner/ 

operator (pilot) holding at least a private 

pilot certificate may perform this check 

and must enter compliance with the 

applicable paragraphs of this AD into 

the helicopter maintenance records in 

accordance with 14 CFR 43.9(a) and 

91.417(a)(2)(v). The pilot may perform 

this check because it only involves 

lifting the safety-cap and verifying 

whether it automatically returns to an 

intended position. This check could be 

performed equally well by a pilot or a 

mechanic. This is an exception to the 

FAA’s standard maintenance 

regulations. 

In the NPRM, the FAA also proposed 

to prohibit installing certain partnumbered collective pitch handles or 

collective sticks with those partnumbered collective pitch handles 

installed unless the operational check 

and, as applicable, corrective action, is 


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Federal Register / Vol. 90, No. 20 / Friday, January 31, 2025 / Rules and Regulations 8657 

done, or it is a new collective pitch 

handle. 

The FAA is issuing this AD to detect 

and address fatigue of the spring in the 

shear-button safety-cap on the left and 

right collective pitch handles, which, if 

not addressed, could result in an 

unintended shearing of the hoist cable 

and subsequent injury to the hoisted 

person. 

You may examine the MCAI in the 

AD docket at regulations.gov under 

Docket No. FAA–2024–2332. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

three anonymous commenters. Two of 

the anonymous commenters did not 

request any changes to the NPRM or to 

the determination of costs. One of the 

anonymous commenters proposed an 

alternative to the placard option. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to the comment. 

Request To Change an Alternate Action 

One commenter requested that the 

FAA require a latching mechanism for 

the shear-button cap instead of the 

alternate action of installing a placard 

that states that night hoist operations are 

prohibited because, according to the 

commenter, a latching mechanism 

provides better protection from 

inadvertent activation of the shearbutton. The commenter stated that the 

deferment of replacing the spring by 

installing a placard is inadequate 

because a pilot could unintentionally 

press the shear-button when turning on 

the headlights, whereas a latch-secured 

cap cannot move until the latch is 

unfastened. 

The FAA disagrees. The NPRM was 

prompted by a single a report of an 

unintentional activation of the shearbutton due to a malfunctioning spring of 

the safety cap. Although a latching 

mechanism may provide an additional 

layer of prevention to inadvertent 

switch actuation, the number of 

reported incidents does not justify a 

design change as a corrective measure. 

Additionally, ensuring the spring 

closure is fully functional and installing 

a placard to restrict the use of the hoist 

at night is adequate to mitigate the risk 

of an inadvertent actuation of the shearbutton and will have minimal impact on 

operators. 

Additional Changes Made to This AD 

Since the NPRM published, the FAA 

determined that the Parts Installation 

Limitations paragraph (paragraph (h) of 

the proposed AD) inadvertently omitted 

the alternative actions to defer replacing 

the spring. Accordingly, the FAA has 

revised the Parts Installation Limitations 

paragraph of this AD to allow the 

alternative actions to defer replacing the 

spring. 

Conclusion 

These products have been approved 

by the aviation authority of another 

country and are approved for operation 

in the United States. Pursuant to the 

FAA’s bilateral agreement with this 

State of Design Authority, it has notified 

the FAA of the unsafe condition 

described in the MCAI referenced 

above. The FAA reviewed the relevant 

data, considered the comments 

received, and determined that air safety 

requires adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. Except for minor editorial 

changes and any other changes 

described previously, this AD is 

adopted as proposed in the NPRM. 

None of the changes will increase the 

economic burden on any operator. 

Differences Between This AD and the 

MCAI 

EASA AD 2022–0220 specifies a onetime inspection of the spring, whereas 

this AD requires repetitively inspecting 

the spring at intervals not to exceed 12 

months time-in-service. 

EASA AD 2022–0220 allows deferring 

replacement of a deficient spring 

provided that a placard prohibiting use 

of the hoist at night is installed, all 

flight crew are informed and, thereafter, 

that the helicopter is operated 

accordingly, whereas this AD does not 

require informing any flight crew. 

Compliance with such requirements in 

an AD is impracticable to demonstrate 

or track on an ongoing basis; therefore, 

an AD requirement to inform all flight 

crew is unenforceable. 

Costs of Compliance 

The FAA estimates that this AD 

affects 66 helicopters of U.S. Registry. 

Labor rates are estimated at $85 per 

work-hour. Based on these numbers, the 

FAA estimates the following costs to 

comply with this AD. 

Checking each safety-cap will take 1 

work-hour for an estimated cost of up to 

$85 per helicopter and $5,610 for the 

U.S. fleet, per check cycle. 

If required, replacing a spring will 

take 1 work-hour and parts will cost $25 

for an estimated cost of $110 per 

replacement. 

Fabricating and installing a placard 

will take 0.5 work-hour and parts will 

cost $25 for an estimated cost of $68 per 

helicopter. 

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, 

(2) Will not affect intrastate aviation 

in Alaska, and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 


ddrumheller on DSK120RN23PROD with RULES1
8658 Federal Register / Vol. 90, No. 20 / Friday, January 31, 2025 / Rules and Regulations 

2025–03–02 Airbus Helicopters: 

Amendment 39–22950; Docket No. 

FAA–2024–2332; Project Identifier 

MCAI–2022–01479–R. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 7, 2025. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Airbus Helicopters 

AS332C, AS332C1, AS332L, AS332L1, 

AS332L2, AS355E, AS355F, AS355F1, 

AS355F2, AS355N, AS355NP, AS–365N2, 

AS 365 N3, EC 155B, EC155B1, EC225LP, 

SA–365N, and SA–365N1 helicopters, 

certificated in any category, with a collective 

pitch handle installed on a pilot or co-pilot 

collective stick having part number (P/N) 

704A41–1100–42, 704A41–1100–50, 

704A41–1100–56, 704A41–1100–57, 

704A41–1100–60, 704A41–1100–67, 

704A41–1100–68, 704A41–1100–97, 

704A41–1100–98, 704A41–1100–99, 

704A41–1101–14, 704A41–1101–30, or 

704A41–1101–32, installed, as applicable to 

the model helicopter. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 2510, Flight compartment equipment. 

(e) Unsafe Condition 

This AD was prompted by a report of an 

unintentional activation of the hoist shearbutton (shear-button) on the collective pitch 

handle during a night flight. The FAA is 

issuing this AD to detect and address fatigue 

of the spring in the shear-button safety-cap 

on the left and right collective pitch handles. 

The unsafe condition, if not addressed, could 

result in an unintended shearing of the hoist 

cable and subsequent injury to the hoisted 

person. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) For helicopters identified in paragraph 

(c) of this AD that have a hoist installed, 

within 50 hours time-in-service (TIS) after 

the effective date of this AD, and thereafter 

at intervals not to exceed 12 months TIS, 

check the operation of the shear-button 

safety-cap on each applicable collective pitch 

handle by accomplishing the actions required 

by paragraphs (g)(1)(i) through (iii) of this 

AD, as applicable. The owner/operator (pilot) 

holding at least a private pilot certificate may 

perform the checks required by paragraphs 

(g)(1)(i) through (iii) of this AD and must 

enter compliance with these paragraphs into 

the helicopter maintenance records in 

accordance with 14 CFR 43.9(a) and 

91.417(a)(2)(v). The record must be 

maintained as required by 14 CFR 91.417, 

121.380, or 135.439. 

(i) Place your thumb under the safety-cap 

and lift the safety-cap to a less-than halfway 

position. Remove your thumb and verify that 

the safety-cap goes to the fully open position 

or that the safety-cap returns to the fully 

closed position. Repeat these actions no less 

than two more times. If the safety-cap stays 

in the less-than halfway position, or the 

safety-cap does not fully close or fully open 

during any instance of the actions required 

by this paragraph, before further flight, a 

person authorized under 14 CFR 43.3 must 

accomplish the actions required by paragraph 

(g)(2) of this AD. 

(ii) Place your thumb under the safety-cap 

and lift the safety-cap to a halfway position. 

Remove your thumb and verify that the 

safety-cap goes to the fully open position or 

that the safety-cap returns to the fully closed 

position. Repeat these actions no less than 

two more times. If the safety-cap stays in the 

halfway position, or the safety-cap does not 

fully close or fully open during any instance 

of the actions required by this paragraph, 

before further flight, a person authorized 

under 14 CFR 43.3 must accomplish the 

actions required by paragraph (g)(2) of this 

AD. 

(iii) Place your thumb under the safety-cap 

and lift the safety-cap to a more-than halfway 

position. Remove your thumb and verify the 

safety-cap goes to the fully open position or 

that the safety-cap returns to the fully closed 

position. Repeat these actions no less than 

two more times. If the safety-cap stays in the 

more-than halfway position, or the safety-cap 

does not fully close or fully open during any 

instance of the actions required by this 

paragraph, before further flight, a person 

authorized under 14 CFR 43.3 must 

accomplish the actions required by paragraph 

(g)(2) of this AD. 

(2) If the safety-cap stays in the less-than 

halfway, halfway, or more-than halfway 

position, or the safety-cap does not fully 

close or fully open during any instance of the 

actions required by paragraphs (g)(1)(i) 

through (iii) of this AD, before further flight, 

remove the spring from service and replace 

it with an airworthy spring. 

(3) As an alternative to replacing the spring 

as required by paragraph (g)(2) of this AD, 

accomplish the actions required by 

paragraphs (g)(3)(i) and (ii) of this AD. 

(i) Before further flight, fabricate a placard 

with a font size greater than or equal to 4 mm 

(.157 in), stating the following: ‘‘NIGHT 

HOIST OPERATIONS PROHIBITED.’’ The 

placard must have a red background with 

white font color or a white background with 

red font color. The placard must not be 

erasable and must be attached to the 

instrument panel, visible to the pilot and copilot. 

(ii) Within 150 hours TIS after 

accomplishing the actions required by 

paragraph (g)(3)(i) of this AD, remove the 

spring of the safety-cap from service and 

replace it with an airworthy spring, and 

remove the placard from service. 

(4) For helicopters identified in paragraph 

(c) of this AD that do not have a hoist 

installed, before installation of a hoist’s 

removable parts on the helicopter, 

accomplish the check and as applicable, 

corrective action, required by paragraphs 

(g)(1) through (3) of this AD. 

(h) Parts Installation Limitations 

As of the effective date of this AD, do not 

install on any helicopter a collective pitch 

handle having a P/N identified in paragraph 

(c) of this AD, or any pilot or co-pilot 

collective stick with a collective pitch handle 

having a P/N identified in paragraph (c) of 

this AD installed, unless the check and as 

applicable, corrective action, required by 

paragraphs (g)(1) through (3) of this AD have 

been done or the collective pitch handle is 

new (zero total hours TIS). 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, International Validation 

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 International Validation 

Branch, send it to the attention of the person 

identified in paragraph (j) of this AD. 

Information may be emailed to: AMOC@

faa.gov. 

(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. 

(j) Additional Information 

For more information about this AD, 

contact Dan McCully, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, Suite 

410, Westbury, NY 11590; phone: (404) 474– 

5548; email: william.mccully@faa.gov. 

(k) Material Incorporated by Reference 

None. 

Issued on January 27, 2025. 

Victor Wicklund, 

Deputy Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2025–02027 Filed 1–30–25; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–1699; Project 

Identifier AD–2023–01084–T; Amendment 

39–22918; AD 2024–26–03] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 767–200, 

–300, and –400ER series airplanes. This 

AD was prompted by a report of 

multiple engine indicating and crew 

alerting system messages during potable 


ddrumheller on DSK120RN23PROD with RULES1