COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Boeing 747 Series Aeroplanes
AD/B747/190
Amdt 1
Instrument Landing System Receivers 12/99
DM
Applicability: Model 747 series aeroplanes equipped with AlliedSignal RIA-35B Instrument Landing System (ILS) receivers Part Number (P/N) 066-50006-0101.
Requirement: 1. Either:
- Perform a visual inspection of the 64 flight legs of the internal fault memory of all AlliedSignal RIA-35B ILS receivers P/N 066-50006-0101, for fault codes “N1” (glide slope antialias fault) or “Nm” (localizer antialias fault).
Or
b. (i) Install a placard on the forward instrument panel of the cockpit in clear view of the pilots which states:
“Category II and III operations are prohibited.”, and
(ii) Revise Limitations Section of the AFM to include the following statement:
“Category II and III operations are prohibited.”
(This may be accomplished by inserting a copy of this Directive into the AFM)
2. If, during the Requirement 1 (a) inspection, fault code “N1” or “Nm” is found, either replace the existing ILS receiver with a new or serviceable ILS receiver having the same P/N or with an ILS receiver that has been modified to P/N 066- 50006-1101 in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin (SB) M-4426 (RIA-35B-34-6) Revision 3 dated May 1998.
3. A RIA-35B ILS receiver P/N 066-50006-0101, that has been found to be discrepant (that is on which fault codes “N1” or “Nm” were found during an inspection of the internal fault memory) shall not be installed on any aeroplane unless the discrepancy has been corrected by modifying the ILS receiver in accordance with SB M-4426 (RIA-35B-34-6) Revision 3.
4. Replace all existing RIA-35B ILS receivers, P/N 066-50006-0101, with RIA-35B receivers that have been modified in accordance with SB M-4426 (RIA-35B-34-6) Revision 3 and that have had their P/N’s converted to 066-50006-1101. This constitutes terminating action for the Requirement 1.a. repetitive inspection and allows the removal of the Requirement 1.b. placard, together with any required amendment to the Flight Manual Limitations Section on this subject.
Note 2: FAA AD 99-10-14 Amdt 39-11167 refers.
Compliance: 1. a. Remains unchanged from the original Compliance 1 as ‘Prior to 2 October 1998 and thereafter at intervals not to exceed 64 flight cycles’.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
- b. If not previously accomplished in accordance with the original issue of this Directive, compliance is required no later than 20 November 1999.
2. Prior to further flight.
3. As of the effective date of this amendment.
4. Before 20 April 2000.
This Amendment becomes effective on 27 October 1999.
Background: The original issue of this Directive provided measures designed to ensure either certain aircraft operations were limited or that faulty ILS receivers were detected and replaced. These actions removed the likelihood of erroneous localizer deviations which could result in a landing outside the lateral boundary of the runway.
This amendment provides a mandatory terminating action, minor editorial corrections and clarifies the Requirement 1 compliance.
The original issue of this Airworthiness Directive became effective on 9 September 1998.
Overview
The Civil Aviation Regulations 1998, enacted by the Australian Parliament, serve as the primary legislation governing civil aviation in Australia, aiming to ensure the safety and efficiency of civil aviation activities within the country. Among the various provisions under these regulations, Part 39 focuses on the airworthiness of aircraft, with the Schedule of Airworthiness Directives playing a critical role in maintaining and enhancing aircraft safety standards. One such directive is AD/B747/190, which specifically addresses issues related to the Instrument Landing System (ILS) receivers in Boeing 747 series aeroplanes. This directive was introduced to address the problem of potential erroneous localiser deviations, which could lead to landings outside the lateral boundary of the runway, thereby posing a significant safety risk. The objective of this directive is to ensure that either the identified aircraft operations are limited or that the faulty ILS receivers are detected and replaced, thus mitigating the risk of such incidents.
Scope and Application
The Civil Aviation Regulations 1998, specifically under Part 39 - 105, govern the scope and application of the Civil Aviation Safety Authority's Schedule of Airworthiness Directives for Boeing 747 series aeroplanes equipped with certain AlliedSignal RIA-35B Instrument Landing System (ILS) receivers. This legislation applies to aircraft operators and maintenance personnel responsible for ensuring the airworthiness of these aeroplanes. The geographic and jurisdictional reach of this directive is national, as it applies across all states and territories within Australia. The directive does not explicitly state exclusions or exemptions, but it is implied that only those aeroplanes with the specified ILS receiver part number are subject to these requirements. The application of the directive can be extended or restricted through subordinate instruments, such as further amendments or specific operational directives issued by the Civil Aviation Safety Authority. The directive mandates either a visual inspection of the ILS receivers for specific fault codes or the installation of placards prohibiting certain operations, with a compliance timeline provided for each requirement.
Key Provisions
The Civil Aviation Regulations 1998, as amended under Part 39, section 105, outline specific Airworthiness Directives for Boeing 747 series aeroplanes equipped with certain Instrument Landing System (ILS) receivers. This directive, AD/B747/190 Amendment 1, applies to Model 747 aeroplanes fitted with AlliedSignal RIA-35B ILS receivers with Part Number (P/N) 066-50006-0101. The directive has two main requirements. Firstly, operators must either perform a visual inspection of the 64 flight legs of the internal fault memory of all ILS receivers for specific fault codes (N1 for glide slope antialias fault and Nm for localizer antialias fault) or install a placard in the cockpit and revise the Aircraft Flight Manual (AFM) to prohibit Category II and III operations (sections 1.a and 1.b(i)-(ii)). Secondly, if any fault codes are found during the inspection, the ILS receivers must be replaced or modified in accordance with a specific service bulletin (section 2). Additionally, any ILS receivers found to be discrepant must be corrected before reinstallation, and all existing ILS receivers must eventually be replaced with modified ones (sections 3 and 4).
The obligations imposed by this directive on the parties governed by it include conducting regular inspections or making specified modifications to the aircraft's ILS receivers and AFM. Operators must ensure that all inspections are performed before further flights and that the placards and AFM amendments are made by specific deadlines. Compliance with these requirements is critical to maintaining airworthiness standards and ensuring safe aircraft operations.
Failure to comply with the requirements set out in this directive can lead to severe consequences. Although the specific penalties are not detailed within the text, non-compliance with Civil Aviation Regulations can result in civil or criminal penalties under the Civil Aviation Act 1988. In civil terms, this could include fines or enforcement actions by the Civil Aviation Safety Authority (CASA). In more severe cases, criminal charges could be pursued, leading to imprisonment or substantial fines depending on the severity of the breach and its impact on aviation safety. Ensuring adherence to these directives is therefore not only a regulatory requirement but also a crucial aspect of maintaining operational safety and compliance with Australian aviation laws.