{"id":"F2005L01748","name":"AD/B747/329 - Galley Cart Lift Control Panels","slug":"ad-b747-329-galley-cart-lift-control-panels","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":35833,"registerId":"commonwealth-F2005L01748-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Boeing 747 Series Aeroplanes","sectionType":"division","heading":"Boeing 747 Series Aeroplanes","content":"### Boeing 747 Series Aeroplanes\n\n| AD/B747/329 | Galley Cart Lift Control Panels | 8/2005 |\n| ----------- | ------------------------------- | ------ |\n\n| Applicability: | Boeing Model 747-100, 747-100B, 747-200B, 747-300, 747SR, and 747SP series aeroplanes, as identified in Boeing Alert Service Bulletin (ASB) 747-25A3287, Revision 2, dated 4 September 2003; and Model 747-400 and 747-400D series aeroplanes, as identified in Boeing Service Bulletin (SB) 747-25A3187, Revision 2, dated 27 January 2000.                                |\n| -------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | For Model 747-400 and 747-400D series aeroplanes - Replace the main and upper deck control panels for the galley cart lift with new or modified control panels in accordance with SB 747-25A3187, Revision 2.                                                                                                                                                               |\n|                | For Model 747-100, 747-100B, 747-200B, 747-300, 747SR and 747SP series aeroplanes - Modify the main and upper deck control panels together with related cable assemblies for the galley cart lift in accordance with ASB 747-25A3287, Revision 2.                                                                                                                           |\n|                | Actions accomplished before the effective date of this Directive in accordance with ASB 747-25A3287, dated 25 October 2001, or Revision 1, dated 25 April 2002; or in accordance with SB 747-25A3187, dated 29 April 1999, or Revision 1, dated 23 September 1999; are considered acceptable for compliance with this Directive.                                            |\n|                | Note: FAA AD 2005-10-19 Amdt 39-14096 refers                                                                                                                                                                                                                                                                                                                                |\n| Compliance:    | Within 18 months after the effective date of this Directive.                                                                                                                                                                                                                                                                                                                |\n|                | This Airworthiness Directive becomes effective on 4 August 2005.                                                                                                                                                                                                                                                                                                            |\n| Background:    | The United States Federal Aviation Administration (FAA) has received reports of injuries to catering personnel and flight attendants who were loading or unloading galley carts on one deck when, due to a disabled or malfunctioning safety interlock door switch, the galley cart lift unexpectedly moved when it was activated from the control panel on the other deck. |\n\n|     | This Directive requires replacing or modifying the control panels for the galley cart lift and modifying related electrical cable assemblies, as applicable. The Directive is issued to ensure that the galley cart lift can only be sent from the deck on which it is in use, which will prevent unexpected movement of the cart lift that could result in possible injury to catering personnel or flight attendants. |\n| --- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n![](image.001.png)  \nJames Coyne  \nDelegate of the Civil Aviation Safety Authority\n\n24 June 2005","sortOrder":0},{"sectionNumber":"AD/B747/329","sectionType":"part","heading":"AD/B747/329","content":"## AD/B747/329","sortOrder":1},{"sectionNumber":"Galley Cart Lift Control Panels","sectionType":"part","heading":"Galley Cart Lift Control Panels","content":"## Galley Cart Lift Control Panels","sortOrder":2},{"sectionNumber":"8/2005","sectionType":"part","heading":"8/2005","content":"## 8/2005","sortOrder":3}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope — addressing a specific safety defect in galley cart lift control panels on specific Boeing 747 variants. There is no evidence of scope creep; it remains a targeted airworthiness intervention."},"complexity_factors":["Single, specific technical requirement with clear model-by-model instructions","Only 2 main compliance paths differentiated by aircraft series","Simple temporal compliance (18 months from effective date)","Grandfathering clause for prior work is straightforward (lists specific acceptable prior document versions)","No nested definitions, cross-references to other legislation, or conditional exceptions","Background and rationale clearly stated in plain language"],"plain_english_summary":"This CASA Airworthiness Directive mandates corrective work on galley cart lifts across specific Boeing 747 models to stop a faulty safety switch from allowing a lift to move while someone is loading or unloading on another deck. Operators of -100/-100B/-200B/-300/-SR/-SP and -400/-400D series must either modify control panels and wiring (older series) or replace/upgrade control panels (-400/-400D).\n\nWork was required within 18 months of 4 Aug 2005 to prevent crush or fall injuries."},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"This directive remains narrowly focused on the original safety problem—preventing unintended movement of galley cart lifts by modifying or replacing control panels and associated cabling on specified Boeing 747 models. It does not broaden the subject matter beyond that original safety purpose, nor does it add unrelated compliance obligations. The allowance for earlier-revision compliance maintains continuity rather than expanding scope."},"complexity_factors":["Two distinct aircraft groups with different mandated actions (replacement for 747-400/-400D vs modification for other 747 series).","Directive ties compliance to specific Boeing service documents and specific revisions (SB 747-25A3187 Rev 2; ASB 747-25A3287 Rev 2).","Acceptance of prior work done to earlier revisions creates a conditional compliance exception (nested acceptance clause).","Cross-reference to FAA AD and multiple prior Boeing SB/ASB revisions (administrative cross-references).","Single clear compliance deadline (18 months) and effective date, limiting temporal complexity."],"plain_english_summary":"**What this directive changes (mechanical effect)**\n\n- Requires physical work on the galley cart lift control system on affected Boeing 747 aircraft. Specifically:\n  - For 747-400 and 747-400D series: replace the main and upper-deck galley cart lift control panels with new or modified panels in accordance with Boeing Service Bulletin (SB) 747-25A3187, Revision 2.\n  - For 747-100, -100B, -200B, -300, -SR and -SP series: modify the main and upper-deck control panels and related cable assemblies in accordance with Boeing Alert Service Bulletin (ASB) 747-25A3287, Revision 2.\n- Aircraft already modified or upgraded using the earlier listed revisions of those Boeing bulletins (the 1999–2002 revisions specified in the directive) are treated as compliant.\n- Compliance must be completed within 18 months of the directive’s effective date (effective date: 4 August 2005).\n\n**Who this affects**\n\n- Airline and aircraft operators that own or operate the specified Boeing 747 models (the particular model lists are in the applicability section).\n- Maintenance organisations and approved repair stations that will perform the replacements or modifications.\n- Cabin crew and catering personnel indirectly: the changes are intended to affect their safety by preventing unexpected movement of the lift.\n\n**Official stated reason (why it matters)**\n\n- The FAA reported incidents where a disabled or malfunctioning interlock door switch let a galley cart lift be sent from the opposite deck, causing unexpected movement while people were loading/unloading carts. The directive’s stated purpose is to ensure the lift can only be operated from the deck where the lift is currently located, preventing unexpected movement and potential injury.\n\n**How the directive achieves that purpose (mechanism)**\n\n- By replacing or modifying control panels and associated wiring per Boeing’s service instructions, the control logic/hardware is changed so that a lift cannot be commanded from the other deck when it is not present on that deck. The work is bound to specific Boeing service documents, so compliance is achieved by following those technical procedures.\n\n**Who pays, who decides, and practical consequences**\n\n- Operators pay for parts, labour and aircraft downtime required to perform the replacement or modification. The directive allocates the decision-making authority to the regulator (Civil Aviation Safety Authority delegate) to issue the directive and to Boeing’s service bulletins for the technical solution.\n- Maintenance providers (airlines’ own MROs or independent repair stations) will perform the work; independent MROs can compete to supply the modifications or replacements subject to regulatory approval and parts availability.\n\n**Costs, incentives and trade-offs**\n\n- Direct costs: parts procurement, labour, and aircraft out-of-service time.\n- Incentives: operators are required to comply within 18 months, so the incentive is regulatory compliance and risk reduction for crew and contractors. There is no explicit subsidy or financial assistance in the text.\n- Opportunity cost: aircraft downtime for modifications displaces other scheduled maintenance or operations; operators will schedule work alongside other checks to minimise disruption.\n- Implementation risk: availability of replacement panels or boards, capacity constraints at approved MROs, and correct installation per the specified Boeing bulletins are potential execution risks.\n\n**Compliance burden and discretion**\n\n- The directive prescribes a clear technical path (specific Boeing SBs/ASBs and revisions) and a deadline, leaving little regulatory discretion about what fixes satisfy the requirement (except acceptance of earlier-revision work as compliant). That reduces ambiguity but concentrates the technical solution on Boeing’s service instructions.\n\n**Effects on private enterprise and markets**\n\n- The measure imposes a compliance cost on operators but creates demand for parts and maintenance services. Independent MROs capable of following the Boeing bulletins can compete to supply the work.\n- There is no broader intervention in market structure, pricing or ownership. The directive does not change operating rules for the types of commercial operations, only requires a safety retrofit.\n\n**Concentrated benefits and diffuse costs**\n\n- Benefits are concentrated on cabin crew, catering personnel and their employers (reduced risk of injury). Costs are borne by aircraft operators (who may pass some costs to customers) and maintenance providers who must allocate labour and parts inventory.\n\n**Substitution effects and unintended consequences**\n\n- The directive locks compliance to Boeing’s specified technical solution; operators seeking alternative mitigations would need to demonstrate equivalence and get approval. There is a small potential for scheduling bottlenecks if many aircraft require modification within a similar time window.\n\n**Relation to other regulatory material**\n\n- The directive notes the related FAA Airworthiness Directive (FAA AD 2005-10-19) and accepts compliance done to earlier revisions of the Boeing SBs/ASBs, which provides continuity for operators who already carried out the work.\n\n(Information above is taken from the directive’s applicability, requirement, compliance and background sections.)"},"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"}},"importantCases":[],"_links":{"self":"/api/acts/ad-b747-329-galley-cart-lift-control-panels","history":"/api/acts/ad-b747-329-galley-cart-lift-control-panels/history","analysis":"/api/acts/ad-b747-329-galley-cart-lift-control-panels/analysis","conflicts":"/api/acts/ad-b747-329-galley-cart-lift-control-panels/conflicts","importantCases":"/api/acts/ad-b747-329-galley-cart-lift-control-panels/important-cases","documents":"/api/acts/ad-b747-329-galley-cart-lift-control-panels/documents"}}