{"id":"F2006B06600","name":"AD/RES/32 - Aircraft Belts Inc - Buckle Assemblies","slug":"ad-res-32-aircraft-belts-inc-buckle-assemblies","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":48430,"registerId":"commonwealth-F2006B06600-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/RES/32 - Aircraft Belts Inc - Buckle Assemblies","content":"COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 107 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n![](image.001.png)  \nRestraint Equipment\n\nAD/RES/32 Aircraft Belts Inc \\- Buckle Assemblies 2/99\n\nApplicability: All restraint systems manufactured by Aircraft Belts Inc. USA.\n\nRequirement: 1. Inspect the identification label to determine the model number of the restraint.\n\nNote 1. The part number (P/N) of the seat restraint system is on the identification label located on each end of the seat restraint near the anchor point. The model number is indicated by the first two letters of the P/N. (Example: P/N MD A2626- E010)\n\n    2. If the model is CS, CT, FM, FN, GK, GL, JD, JE, JT, JU, MD, ME, MM, MN, NB, PM, PN, RG or RH:\n\n    (a) Visually inspect the restraint to determine if the locking mechanism is engaging properly in accordance with the following:\n\n    (i) Open the lift lever of the buckle fully until it will not open any further. This will cause the locking mechanism to pivot on the pivot pin.\n\n    (ii) Allow the spring to close the lift lever slowly until the lift lever is back to its at-rest position.\n\n    (iii) After the lever is completely closed, examine the slot in the bottom of the buckle. The locking mechanism should be firmly seated against the edge of the slot as shown in figure 1.\n\n![](image.002.png)  \n\n    (b) If the locking mechanism does not seat properly, replace the restraint.\n\nNote 2. FAA AD 98-25-10 refers.\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 107 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\nCompliance: 1. Before 25 March 1999.\n\n2. If applicable, before 25 May 1999.\n\nInspection in accordance with Requirement 1 may be accomplished by the pilot or owner in which case this AD may be certified in Col 2 Part 3 of the Maintenance Release.\n\nThis Airworthiness Directive becomes effective on 25 February 1999.\n\nBackground: The restraint manufacturer has reported failures of the seat restraint system where the buckle assembly locking mechanism has not engaged properly. This could result in the restraint failing to secure the occupant during turbulence or landing.","sortOrder":0}],"analysis":{"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The directive remains narrowly focused on a specific hardware failure mode (buckle locking mechanism) for Aircraft Belts Inc. restraint systems. It enforces a short inspection and replacement where necessary. There is no expansion beyond that original purpose: the measure specifies affected models, a clear inspection procedure, and tidy compliance windows without added regulatory layering or unrelated obligations."},"complexity_factors":["Short instrument (single-page AD style)","Small, fixed list of affected model prefixes (19 two-letter codes)","Single, clearly described inspection procedure with three sequential steps (Requirement 1(a)(i)-(iii))","Binary outcome: pass (no further action) or fail (replace restraint)","Two compliance deadlines (inspection before 25 March 1999; replacement before 25 May 1999)","Provision allowing pilot/owner to perform and certify inspection (reduces procedural complexity)","One external cross-reference (FAA AD 98-25-10)","No nested exceptions or multiple conditional branches"],"plain_english_summary":"**What this instrument does (mechanically):**\n\n- Applies to all seat restraint systems made by Aircraft Belts Inc. (USA).\n- Requires you to read the identification label on each restraint to find the model (the model is the first two letters of the part number on the label).\n- If the model is one of: CS, CT, FM, FN, GK, GL, JD, JE, JT, JU, MD, ME, MM, MN, NB, PM, PN, RG or RH, you must perform a simple visual functional check of the buckle locking mechanism:\n  - Open the buckle lift lever fully so the locking mechanism pivots on its pin.\n  - Let the spring close the lever slowly to its normal position.\n  - With the lever closed, look into the slot at the bottom of the buckle; the locking part must sit firmly against the slot edge (the directive includes a figure showing the correct position).\n- If the locking mechanism does not seat properly, the restraint must be replaced.\n- Required deadlines: the inspection must be done before 25 March 1999; if replacement is required, that must be completed before 25 May 1999.\n- The inspection may be carried out by the pilot or owner. If so, it may be certified on the aircraft maintenance release by the pilot/owner.\n- The AD became effective on 25 February 1999 and refers to FAA AD 98-25-10 for related information.\n\n**Why it matters (official rationale and practical effect):**\n\n- The manufacturer reported incidents where the buckle locking mechanism did not engage properly. The stated safety concern is that a restraint that does not lock could fail to secure an occupant during turbulence or landing, increasing the risk of injury.\n\n**Who is affected and who pays:**\n\n- Aircraft owners and operators who have restraint systems made by Aircraft Belts Inc. with the listed model prefixes are directly affected. They must inspect those seat belts and replace any that fail the check.\n- The cost of inspections (low: a short visual check) and any required replacements (potentially material and labour cost) falls on the aircraft owner/operator. If a pilot/owner does the inspection, there is no direct maintenance labour charge but replacement parts and any certified maintenance work remain payable by the operator.\n\n**Who decides and how compliance is evidenced:**\n\n- The owner or operator decides who performs the inspection (pilot/owner or maintenance personnel). The inspecting person must record compliance on the maintenance release (Col 2 Part 3) if the pilot/owner does it.\n- Regulatory compliance is through the airworthiness directive mechanism: compliance by the specified dates is mandatory.\n\n**Implementation, incentives and trade-offs:**\n\n- Implementation is intentionally simple (a short visual functional test); this lowers the time and skill barrier and reduces inspection cost. (Requirement section, inspection steps.)\n- Replacing defective buckles imposes a concentrated cost on affected operators; benefit (reduced risk of occupant injury) is concentrated on aircraft occupants. There is no subsidy or cost-sharing mechanism specified.\n- Allowing pilot/owners to perform and certify the inspection reduces direct maintenance costs and speeds compliance, but shifts responsibility for correct inspection and record-keeping to non-maintenance personnel.\n- The AD references a corresponding FAA AD (FAA AD 98-25-10), which aligns obligations with a foreign regulator and reduces regulatory divergence for operators who comply with both jurisdictions.\n\n**Compliance burden and implementation risk:**\n\n- Burden is low for the inspection itself; replacement may be more costly depending on parts availability and aircraft type.\n- Risk of non-compliance or incorrect inspection exists if the person performing the check does not follow the three-step procedure precisely. The AD mitigates this by describing the steps and allowing recording in the maintenance release.\n\n**Effects on markets and private choice:**\n\n- This AD does not restrict who may supply replacement restraints, but it implicitly creates demand for compliant replacement buckles or restraint systems. That may benefit sellers of approved replacement parts and could raise short-term prices for affected parts.\n- It does not alter ownership, operating privileges, or contractual rights directly; it imposes an operational safety obligation on owners/operators and provides an option (pilot/owner inspection) to reduce immediate maintenance cost.\n\n(Primary source: AD/RES/32 — Applicability, Requirement (inspection steps), Compliance dates, Note 1–2, Background.)"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This Airworthiness Directive remains tightly scoped to its original purpose: addressing a specific manufacturing defect in Aircraft Belts Inc. buckle assemblies. The scope has not expanded beyond the identified safety issue involving 18 specific model prefixes."},"complexity_factors":["Single, discrete safety issue addressed (one manufacturer's specific buckle defect)","Straightforward two-step compliance: visual identification followed by simple mechanical test","Limited applicability (18 specific model prefixes clearly listed)","Minimal conditional logic (only one decision point: 'if model matches list, then inspect')","No defined terms section or extensive cross-referencing to other legislation","Clear, illustrated procedure with diagram reference","Explicit compliance dates with simple alternatives (pilot/owner may certify)"],"plain_english_summary":"This Airworthiness Directive requires owners/operators to inspect Aircraft Belts Inc seatbelts (models beginning with certain two-letter codes) for a faulty buckle locking mechanism that could allow belt failure in turbulence or landing. Pilots or owners may perform the simple label check and buckle test; if the lock does not engage properly the entire seatbelt must be replaced. Inspections are due by 25 March 1999 and replacements by 25 May 1999."}},"importantCases":[],"_links":{"self":"/api/acts/ad-res-32-aircraft-belts-inc-buckle-assemblies","history":"/api/acts/ad-res-32-aircraft-belts-inc-buckle-assemblies/history","analysis":"/api/acts/ad-res-32-aircraft-belts-inc-buckle-assemblies/analysis","conflicts":"/api/acts/ad-res-32-aircraft-belts-inc-buckle-assemblies/conflicts","importantCases":"/api/acts/ad-res-32-aircraft-belts-inc-buckle-assemblies/important-cases","documents":"/api/acts/ad-res-32-aircraft-belts-inc-buckle-assemblies/documents"}}