COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 107 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
Radio Communication and Navigation Equipment
AD/RAD/62 KLN 89B RAIM Warning 9/98
Applicability: All aircraft fitted with Allied Signal KLN 89B GPS RNAV system P/N 066-01148- 0101 with software mod level 01/03 or 01/04 and configured for IFR GPS non- precision approaches (NPA) or en-route/terminal area operations.
Requirement: 1. Aircraft installations previously configured and approved for IFR NPA are no longer approved and a placard stating:
“GPS NOT TO BE USED FOR IFR NON-PRECISION APPROACH”
is to be installed adjacent to the GPS receiver, in clear view of and easily readable by the pilot.
2. Aircraft installations previously configured and approved for IFR primary means en-route only operation are no longer approved and a placard stating:
“GPS LIMITED TO VFR OPERATIONS ONLY”
is to be installed adjacent to the GPS receiver, in clear view of, and easily readable by the pilot.
Note: The configuration of the KNL89B can be determined as en-route only if the APT 8 page is not accessible and a page stating “GPS APPROACHES DISABLED” must be acknowledged upon power up.
OR
3. Install software update in accordance with Allied Signal Software Bulletin KLN 89B-SW2 to incorporate software mod level 01/05.
Compliance: Requirement 1 and 2. Prior to next flight after the effective date of this AD. Requirement 3. Prior to next flight after the effective date of this AD.
This airworthiness directive becomes effective on 13 August 1998.
Background: Two anomalies have been reported by Allied Signal by Alert Installation Bulletin
423. The KLN 89B, configured for non-precision approaches, will not annunciate a Receiver Autonomous Integrity Monitoring (RAIM) position error within the required 10 seconds in terminal and approach modes if the aircraft has been in a turn. The annunciation could take up to 30 seconds after the turn has been completed.
If the KLN 89B is configured for IFR en-route only operation RAIM is not enabled properly and RAIM errors will not be annunciated.
Overview
The Civil Aviation Regulations 1998, specifically Part 39, introduced the Airworthiness Directive AD/RAD/62 to address safety concerns associated with the Allied Signal KLN 89B GPS RNAV system in aircraft. This legislation was enacted by the Civil Aviation Safety Authority to ensure the continued safety and reliability of GPS navigation systems in Australian airspace. The directive was issued in response to two reported anomalies concerning the KLN 89B system, particularly its failure to timely announce Receiver Autonomous Integrity Monitoring (RAIM) errors in certain flight modes. The directive aims to mitigate risks by mandating specific placards or software updates on affected aircraft to prevent their use in certain flight operations unless the required safety measures are in place. Compliance with these directives is mandatory before the next flight after their effective date, which was 13 August 1998.
Scope and Application
The Civil Aviation Regulations 1998, specifically Part 39 - 107, mandates the application of the Civil Aviation Safety Authority’s Airworthiness Directive AD/RAD/62 concerning the KLN 89B GPS RNAV system, to all aircraft that are fitted with an Allied Signal KLN 89B GPS RNAV system P/N 066-01148-0101 featuring software modification levels 01/03 or 01/04 and are configured for Instrument Flight Rules (IFR) GPS non-precision approaches (NPA) or en-route/terminal area operations. This directive applies across the Commonwealth of Australia and is enforced by the Civil Aviation Safety Authority. The directive aims to ensure that these aircraft meet specified safety standards by either installing appropriate placards or updating the software to a specified level. The directive excludes any aircraft not fitting the precise configuration described. Compliance with the directive is mandatory, with the requirement to implement changes before the next flight following the directive's effective date of 13 August 1998. The directive may be further clarified or expanded through subordinate instruments, which could provide additional details or operational guidance.
Key Provisions
The Civil Aviation Regulations 1998, specifically Part 39 - 107, mandates the application of the Civil Aviation Safety Authority's (CASA) Schedule of Airworthiness Directives, including AD/RAD/62 concerning the KLN 89B GPS RNAV system. This directive applies to all aircraft equipped with the specified GPS system and configured for particular operations (s. 1). It outlines specific requirements and compliance measures for these aircraft, effective from 13 August 1998.
The primary requirements outlined in this directive are to ensure the safety of aircraft operations by addressing potential issues with the GPS system. For aircraft previously configured and approved for IFR non-precision approaches (NPA), the directive mandates the installation of a placard stating "GPS NOT TO BE USED FOR IFR NON-PRECISION APPROACH" adjacent to the GPS receiver, ensuring it is visible and readable by the pilot (s. 2). Similarly, for aircraft configured for IFR primary means en-route only operations, a placard stating "GPS LIMITED TO VFR OPERATIONS ONLY" must be installed (s. 3). Alternatively, the directive allows for the installation of a software update as specified in Allied Signal Software Bulletin KLN 89B-SW2 to incorporate software modification level 01/05 (s. 4).
The obligations imposed by this directive require aircraft operators to ensure compliance before the next flight after the directive's effective date. This involves either installing the specified placards or updating the software as directed. Failure to comply with these requirements may result in the aircraft not being approved for the intended operations, potentially leading to safety issues and operational disruptions.
Failure to comply with the requirements of this airworthiness directive can result in significant consequences. The directive highlights that non-compliance may lead to the aircraft not being approved for the intended operations, which could be considered a breach of safety regulations. While specific penalties are not detailed in the directive, non-compliance with CASA regulations can result in substantial fines, enforcement actions, or even the grounding of the aircraft until compliance is achieved. Operators are therefore strongly encouraged to adhere to the directive to avoid any legal or safety repercussions.