COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Boeing 767 Series Aeroplanes
AD/B767/105
Amdt 1
Instrument Landing System Receivers 12/99
DM
Applicability: Model 767 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, administered by the Civil Aviation Safety Authority (CASA), were enacted to establish safety standards and regulations governing all aspects of civil aviation in Australia. This legislative framework ensures that aircraft operations are conducted in a manner that protects the safety of passengers, crew, and the general public. One specific area addressed by these regulations is the issuance of Airworthiness Directives (ADs) to mandate corrective actions and safety improvements for aircraft. An example of such an AD is the Boeing 767 Series Aeroplanes AD/B767/105 Amendment 1, which was introduced to address issues related to the Instrument Landing System (ILS) receivers on Boeing 767 aircraft. This AD was necessitated by concerns over potential faults in the ILS receivers that could lead to erroneous localizer deviations, thereby increasing the risk of landing incidents. The policy objective of this AD is to ensure the continued airworthiness of Boeing 767 aircraft by either detecting and rectifying faults in the ILS receivers or prohibiting specific high-risk operations until the faults are addressed.
Scope and Application
The Airworthiness Directives outlined in the Civil Aviation Regulations 1998, specifically Part 39 - 105, pertain to Boeing 767 series aeroplanes equipped with the AlliedSignal RIA-35B Instrument Landing System (ILS) receivers part number 066-50006-0101. These directives are issued by the Civil Aviation Safety Authority (CASA) to ensure the safety of aircraft operations by addressing specific issues related to ILS receivers. The regulations apply to all operators of Boeing 767 aeroplanes that have the specified ILS receivers installed. The primary requirement is to either conduct a visual inspection of the ILS receivers for specific fault codes or install a placard in the cockpit prohibiting Category II and III operations, and update the Aircraft Flight Manual accordingly. If fault codes are detected, the ILS receivers must be replaced or modified as per the specified service bulletin. These directives are applicable across the Commonwealth of Australia, enforcing stringent safety measures to prevent potential hazards associated with erroneous ILS readings. The regulations include specific compliance dates for inspections, placard installations, and modifications, ensuring timely and effective implementation. The directive does not exclude any entities or operations within its scope, and compliance is mandatory for all affected aircraft.
Key Provisions
The key operative sections of the Civil Aviation Regulations 1998, Part 39, require specific actions for Boeing 767 series aeroplanes equipped with certain Instrument Landing System (ILS) receivers. Section 12/99DM mandates a visual inspection of the internal fault memory of the ILS receivers for fault codes "N1" and "Nm" (paragraph 1(a)) or the installation of a placard and revision of the Aircraft Flight Manual (AFM) (paragraph 1(b)). Section 2 directs the replacement of ILS receivers if the specified fault codes are detected (paragraph 2). Section 3 prohibits the installation of discrepant ILS receivers on aeroplanes unless they are modified as per the Service Bulletin (paragraph 3). Finally, Section 4 mandates the replacement of all existing ILS receivers with modified ones, which also serves as the terminating action for the repetitive inspection (paragraph 4).
The Civil Aviation Safety Authority imposes specific obligations on the operators of Boeing 767 aeroplanes under this directive. Operators must ensure compliance with the inspection or placard and AFM revision requirements within specified timeframes. For instance, inspections must occur before 2 October 1998 and at intervals not exceeding 64 flight cycles thereafter (paragraph 1(a)). Operators must also ensure that compliance with placard and AFM revision is completed no later than 20 November 1999 if not already done (paragraph 1(b)). Furthermore, operators are required to perform these actions before further flight (paragraph 2) and by the effective date of the amendment, which is 27 October 1999 (paragraph 3). Lastly, all existing ILS receivers must be replaced by 20 April 2000 (paragraph 4).
Breach of the requirements outlined in this directive can result in significant civil and potentially criminal consequences. Specifically, if operators fail to comply with the inspection and corrective actions for the ILS receivers, they may face enforcement actions from the Civil Aviation Safety Authority. The exact penalties are not explicitly stated in the text but can include fines, operational restrictions, and potential criminal charges if the breach leads to safety incidents or accidents. The severity of penalties can vary based on the nature and extent of the breach, with potential maximum penalties being significant under aviation safety laws.