{"id":"F2008L01254","name":"AD/B767/237 Amdt 1 - Korry Pushbutton Switches","slug":"ad-b767-237-amdt-1-korry-pushbutton-switches","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":73492,"registerId":"commonwealth-F2008L01254-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Boeing 767 Series Aeroplanes","sectionType":"division","heading":"Boeing 767 Series Aeroplanes","content":"### Boeing 767 Series Aeroplanes\n\n| AD/B767/237 Amdt 1 | Korry Pushbutton Switches | 5/2008 |\n| ------------------ | ------------------------- | ------ |\n\n```html\n

Applicability:

Model 767-200, -300, -300F and -400ER series aeroplanes as identified in the Boeing Alert Service Bulletins listed at Table 1.

Table 1

Aeroplane Model

Boeing ASB

767-200, -300 and -300F series

767-400ER series

767-33A0087, Revision 1, dated 25 September 2003
767-33A0088, including Appendix A, dated 19 December 2001

Requirement:

1. Either:

a. Carry out a general visual inspection of the switches identified for the panel assemblies specified below to identify configuration `D' master modules and the part number (P/N) of the switch as follows:

(i) For Model 767-200, -300 and -300F series aeroplanes - Switches identified in step 1 of Figure 1 of ASB 767-33A0087, Revision 1.

(ii) For Model 767-400ER series aeroplanes - Switches identified in step 1 of Figure 1 of ASB 767-33A0088.

(iii) For all aeroplanes - Switches identified for the panel assemblies specified in the applicable service bulletin.

or,

b. Inspect the panel assemblies identified below to determine the part number (P/N). If the P/N is identified as a new P/N in paragraph 2.E. “Existing Parts Accountability” or Appendix B of the applicable service bulletin, no further action is required.

(i) P3-1 and P10 panel assemblies, as applicable:

\n```\n\n| | (a) For Model 767-200, -300 and -300F series aeroplanes - Switches identified in step 1 of Figure 1 of ASB 767-33A0087, Revision 1. |\n| --- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| | (b) For Model 767-400ER series aeroplanes - Switches identified in step 1 of Figure 1 of ASB 767-33A0088. |\n| | (ii) For all aeroplanes - Switches identified for the panel assemblies specified in the applicable service bulletin. |\n| | Note 1: For the purposes of this Directive, a general visual inspection is \"A visual examination of an interior or exterior area, installation or assembly to detect obvious damage, failure or irregularity. This level of inspection is made from within touching distance unless otherwise specified. A mirror may be necessary to ensure visual access to all surfaces in the inspection area. This level of inspection is made under normal available lighting conditions such as daylight, hangar lighting, flashlight or drop-light and may require removal or opening of access panels or doors. Stands, ladders or platforms may be required to gain proximity to the area being checked.'' |\n| | Note 2: ASB 767-33A0087, Revision 1 and ASB 767-33A0088 refer to Korry Service Bulletin (SB) 433-33-05, dated 23 July 2001, as an additional source of service information for finding configuration `D' switches, for replacing the switch master module with a configuration `D' master module and for doing various operational tests after the replacement. |\n| | 2. If, as a result of the Requirement 1.b. inspection, the P/N is not identified as a new P/N, the inspection required by Requirement 1.a. must be accomplished. |\n| | 3. If, during any Requirement 1.a. inspection, any switch is found that does not have a configuration `D' switch master module and the switch P/N is not specified in Table 2, carry out either Requirement 3.a. or 3.b. as follows and do the part number revision in accordance with Requirement 3.c: |\n| | a. Replace the switch with a switch specified in Table 2, in accordance with the applicable ASB as listed in Table 1, except as provided by Requirement 4. |\n| | b. Replace the switch master module with a new configuration `D' master module in accordance with the applicable ASB as listed in Table 1. |\n| | c. If all switches on a panel assembly have a configuration `D' master module or have a switch P/N specified in Table 2 revise the P/N of the panel assembly in accordance with the applicable ASB as listed in Table 1. |\n\n```html\n

Table 2

Boeing P/N S231T290-4201 through -4325 inclusive,
Korry P/N 4336731004-4201 through -4325 inclusive, or
switches that have a configuration `D' master module.

Note 3: One-to-one switch correlation between the existing switches and the new part number switches can be found in Korry SB 433-33-06, dated 7 November 2001.

4. If, during any Requirement 1.a. inspection, a configuration `D' switch master module is found, or the switch P/N is specified in Table 2 on all switches for a panel assembly, revise the part number of the panel assembly, in accordance with the applicable ASB as listed in Table 1.

5. If any panel assembly, switch or master module is replaced during any action required by this Directive, carry out all applicable operational tests in accordance with the applicable ASB as listed in Table 1.

Note 4: The Boeing ASBs listed in Table 1 refer to the Boeing component service bulletins specified in Table 3 of this Directive as additional sources of service information for replacing the switch or switch master module at critical locations, for doing operational tests after the replacement, and for identifying new panel part numbers.

Table 3

Boeing Component Service Bulletin

Date

Aeroplane Model/Series

Critical Location

233N3209-24-03, Revision 1

25 September 2003

767-200, -300 and -300F

Electrical Systems Panel

233N3211-24-02, Revision 1

25 September 2003

767

Battery/Standby Power Panel

233N3216-22-01, Revision 1

25 September 2003

767

Yaw Damper Panel Assembly

233N6203-26-10, Revision 1

25 September 2003

767-200, -300 and -300F

Auxiliary Power Unit/Cargo Fire Control Panel Assembly

233T3210-33-01, Revision 1

25 September 2003

767

Emergency Lights Panel

\n```\n\n```html\n

233T3215-24-01, including Appendix A

19 December 2001

767-400ER

Electrical Control Module Assembly

233T3235-28-05, Revision 1

25 September 2003

767-200, -300 and -300F

Fuel Management Panel Assembly

233T3236-21-05, Revision 1

25 September 2003

767

Temperature Control Panel

233T3237-36-04, Revision 1

25 September 2003

767

Bleed Air Control Panel

233T3241-30-03, Revision 1

25 September 2003

767-200, -300 and -300F

Wing and Engine Anti-ice Control Panel

233T3242-73-02, Revision 1

25 September 2003

767-200, -300 and -300F

Electronic Engine Control Panel

233T3244-74-03, Revision 1

25 September 2003

767

Engine Ignition and Start Control Panel

233T6211-26-01, including Appendix A

19 December 2001

767-400ER

Auxiliary Power Unit and Cargo Fire Control Module Assembly

Actions accomplished before the effective date of this Directive in accordance with Boeing ASB 767-33A0087, dated 19 December 2001, are considered acceptable for compliance with the corresponding action specified in this Directive, provided that the actions specified in this Directive are done on the switches for the additional panel assemblies specified in Revision 1 of the service bulletin.

Later revisions of Boeing ASB 767-33A0087 or 767-33A0088, approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2008-02-14, are considered acceptable for compliance with the equivalent Requirements of this Directive.

Note 5: FAA AD 2008-02-14 Amdt 39-15344 refers.

Compliance:

For Requirements 1 and 2 - Within 60 months after the effective date of the original issue of this Directive.

For Requirement 3, 4 and 5 - Before further flight after the Requirement 1.a. inspection.

\n```\n\n| | This Amendment becomes effective on 8 May 2008. |\n| ----------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Background: | The FAA has received a report indicating that the integrated drive generator failed in flight due to a possible switch malfunction. This Directive is issued to ensure that certain lighted pushbutton switches in the flight compartment do not malfunction and cause the flightcrew to be unable to control critical systems and continue safe operation of the aeroplane. |\n| | The original issue of this Directive required an inspection of certain lighted pushbutton switches in the flight compartment for configuration `D' master modules and part numbers together with any necessary corrective action. The Directive also provided an option to inspect panel assemblies for part numbers. |\n| | This Amendment continues the requirements of the original issue of the Directive and corrects a typographical error in Requirement 3. |\n| | The original issue of this Directive became effective on 10 April 2008. |\n\n![](image.001.png) \nDavid Punshon \nDelegate of the Civil Aviation Safety Authority\n\n13 March 2008","sortOrder":0},{"sectionNumber":"AD/B767/237 Amdt 1","sectionType":"part","heading":"AD/B767/237 Amdt 1","content":"## AD/B767/237 Amdt 1","sortOrder":1},{"sectionNumber":"Korry Pushbutton Switches","sectionType":"part","heading":"Korry Pushbutton Switches","content":"## Korry Pushbutton Switches","sortOrder":2},{"sectionNumber":"5/2008","sectionType":"part","heading":"5/2008","content":"## 5/2008","sortOrder":3}],"analysis":{"flash_summary":{"complexity_score":6,"scope_assessment":{"changed":false,"description":"This Amendment does not broaden the directive’s substantive scope. It continues the original requirements (inspection, replacement options, P/N revisions and operational tests) and corrects a typographical error from the original issue. The amendment also clarifies acceptable prior compliance and acceptance of later Boeing ASB revisions where those revisions are FAA‑approved as AMOCs, but it does not add new substantive obligations beyond the original directive."},"complexity_factors":["Three distinct compliance paths (1.a inspect switches, 1.b inspect panel P/Ns, and if needed 3.a/3.b replacement options) creating nested conditional logic.","Multiple cross-references to external service documents: Boeing ASBs 767-33A0087/0088 (including revisions), Korry SBs 433-33-05 and 433-33-06, and multiple Boeing component SBs (listed in Table 3).","Three embedded tables (Table 1, Table 2, Table 3) that link parts, panels and service bulletins to different aircraft models and critical locations.","Different model groups (767-200/-300/-300F vs 767-400ER) with different ASBs and some model-specific panels/assemblies.","Multiple timing rules: 60 months for Requirements 1–2; ‘before further flight’ for Requirements 3–5; and grandfathering of earlier work subject to additional panel actions. (Compliance section and grandfathering paragraph.)","Notes that define inspection standard and acceptable AMOCs (Notes 1, 2, 4, 5), adding interpretive complexity.","Part-number ranges and one-to-one correlations (Table 2 and Note 3) require cross-referencing to Korry SB 433-33-06 for exact swap mapping.","A small editorial amendment (typographical correction) referenced in Background adds an additional administrative layer to versioning and compliance interpretation."],"plain_english_summary":"**What this instrument does (mechanics)**\n\n- This airworthiness directive (AD) applies to Boeing 767-200, -300, -300F and -400ER series aeroplanes as listed in the Boeing Alert Service Bulletins (ASBs) referenced in Table 1 of the directive. (Applicability and Table 1.)\n\n- It requires operators to inspect certain lighted Korry pushbutton switches in the flight deck to identify either:\n - whether the switch has a configuration “D” master module (a specific internal component), or\n - whether the panel assembly containing the switches already has a new part number (P/N) that is acceptable. (Requirement 1.a and 1.b; Note 1 explains “general visual inspection”.)\n\n- Inspection may be done by inspecting individual switches (1.a) or by inspecting panel assemblies for P/Ns (1.b). If a panel’s P/N is already a listed new P/N, no further action is needed for that panel. (Requirement 1.b and paragraph 2.)\n\n- If a switch lacks a configuration “D” master module and the switch P/N is not one of the approved replacement P/Ns listed in Table 2, the operator must either:\n - replace the entire switch with an approved P/N from Table 2, or\n - replace the switch master module with a configuration “D” master module; and then\n - update the panel assembly P/N where applicable. (Requirement 3.a–3.c and Table 2.)\n\n- Whenever a panel, switch or master module is replaced under the AD, the operator must perform all applicable operational tests specified in the relevant Boeing ASB. (Requirement 5; Note 4 refers to additional component SBs in Table 3.)\n\n- Timing: the initial inspections required by Requirements 1 and 2 must be completed within 60 months of the original effective date of the AD. Any replacements required by Requirements 3–5 must be completed before further flight after the inspection that identified the defect. (Compliance section.)\n\n- The AD refers to specific Boeing ASBs and to Korry Service Bulletins for details on locating, replacing and testing switches and master modules. It also accepts later ASB revisions where those revisions are FAA-approved as Alternate Methods of Compliance (AMOCs). (Notes 2, 4 and the AMOC paragraph.)\n\n- This Amendment fixed a typographical error from the original issue and otherwise continues the original requirements. (Amendment note in Background.)\n\n\n**Who this affects**\n\n- Aircraft operators (airlines, cargo operators, leasing companies) who operate affected Boeing 767 models must perform the inspections, replacements and tests.\n- Maintenance organisations that service these 767s will perform the work and record the parts/P/N revisions and tests.\n- Parts suppliers that produce the configuration “D” master modules or the approved new switch P/Ns listed in Table 2 (Boeing P/N S231T290-4201 through -4325; Korry P/N 4336731004-4201 through -4325) are the authorised source(s) for replacements. (Table 2 and Note 3.)\n\n\n**Why it matters (stated purpose and immediate effect)**\n\n- The directive is issued in response to an FAA report that an integrated drive generator failed in flight possibly because of a switch malfunction. The stated purpose is to ensure that certain flight-deck pushbutton switches do not malfunction in a way that would prevent the crew from controlling critical systems. (Background.)\n\n- Mechanically, it forces operators to inspect, identify and, if necessary, change internal switch modules or entire switches and to update panel P/Ns. This changes maintenance actions, spare-parts procurement and scheduling for affected aircraft.\n\n\n**Practical consequences, incentives and costs (analyst’s lens, with section pointers)**\n\n- Who pays: operators bear direct costs — labour for inspections, costs of replacement parts (approved P/Ns or configuration D master modules), testing, and aircraft downtime. (Requirements 1–5; Compliance.)\n\n- Who decides: the Civil Aviation Safety Authority (CASA) issues the directive; operators may follow the Boeing ASBs listed (Table 1) or later ASB revisions if those revisions are FAA-approved AMOCs (Notes and AMOC paragraph). Maintenance providers implement the work.\n\n- Behaviour change required: routine and one‑off inspections of flight‑deck switch assemblies; where non‑compliant switches are found, replacement of whole switches or master modules and running operational tests before returning aircraft to service. (Requirements 1–5.)\n\n- Supply and competition effects: the AD lists specific approved replacement P/N ranges and refers to Korry/Boeing SBs for one‑to‑one correlations (Table 2; Note 3). That focuses demand on those listed parts and their suppliers, which concentrates benefits to those suppliers and may limit substitute sourcing unless an AMOC or other approved alternative is used.\n\n- Substitution incentives: operators have two technically different compliance routes — replacing entire switches (3.a) or just replacing master modules (3.b). The availability, cost and lead time for each option will drive which route is chosen. (Requirement 3.)\n\n- Compliance burden and timing risk: initial inspections may be deferred up to 60 months, but any necessary replacements identified by those inspections must be completed immediately before further flight. That creates a risk that an operator will have to ground a particular aircraft until parts arrive or work is done (Compliance; Requirements 3–5).\n\n- Implementation risks: correct identification of configuration “D” modules may require access to service documentation and sometimes removal of access panels or use of mirrors/lighting (Note 1). Operational testing after replacement (Requirement 5 and Note 4) may require test equipment or procedures referenced in Boeing/Korry SBs.\n\n- Enforcement and flexibility: the AD accepts previous work done under older ASBs if the additional panels specified in later revisions have also been addressed (paragraph on actions accomplished before effective date). Later ASB revisions are acceptable only where FAA has approved them as AMOCs. That provides some pathway for regulatory flexibility but requires approval. (Relevant paragraphs and Notes 4–5.)\n\n\n**Trade-offs and opportunity costs**\n\n- The AD trades off operator expense and potential aircraft downtime against the safety objective of reducing the chance of in‑flight loss of control over critical systems due to faulty switches (Background; Requirements).\n\n- The cost is concentrated on operators who fly affected models and on maintenance supply chains; the “benefit” (reduced risk of switch-related failures) is diffuse and accrues to flight safety generally. The instrument assigns the compliance cost to operators rather than creating a shared public subsidy.\n\n\n**Implementation details operators should note**\n\n- Follow the Boeing ASBs listed in Table 1 for the detailed inspection locations and methods; consult Korry SB 433-33-05 and 433-33-06 for guidance on finding configuration “D” modules and one‑to‑one part correlations. (Notes 2 and 3.)\n\n- Keep records of panel P/N revisions when a panel’s switches are all made compliant (Requirement 3.c and Requirement 4).\n\n- If replacing any part, perform the operational tests specified in the applicable ASB before returning the aircraft to service. (Requirement 5.)\n\n\n**Source claim and testing it**\n\n- The directive’s stated reason is a flight event (generator failure possibly caused by switch malfunction). The AD addresses that by removing or upgrading suspect switch hardware and requiring post‑replacement tests (Background; Requirements 3–5). Mechanically this reduces the probability that defective switch hardware remains in service, at the cost of inspections, parts and downtime.\n\n- The AD leaves limited scope for alternative parts or methods unless an AMOC is obtained; that preserves a clear technical standard but concentrates replacements to the listed P/Ns or configuration “D” modules (Table 2; AMOC paragraph)."},"kimi_summary":{"content_quality":"ok","complexity_score":6,"scope_assessment":{"changed":false,"description":"This Amendment 1 explicitly states it 'continues the requirements of the original issue' and only corrects a typographical error in Requirement 3. The scope remains limited to Korry pushbutton switch inspections and replacements on Boeing 767 aircraft, consistent with the original safety intent following the reported integrated drive generator failure."},"complexity_factors":["Multiple nested conditional requirements (Requirements 1.a/1.b feeding into Requirements 2, 3, 4, and 5)","Extensive cross-referencing to external Boeing Alert Service Bulletins (ASBs) and Korry Service Bulletins — at least 5 different external documents referenced","Model-specific variations (767-200/-300/-300F vs 767-400ER) with different service bulletins and inspection steps","Three detailed tables (Table 1 for ASBs, Table 2 for approved part numbers, Table 3 for critical locations with 11 different component service bulletins)","Technical aviation terminology throughout (e.g., 'configuration D master module', 'integrated drive generator', 'P/N revision')","Alternative compliance pathways (visual inspection vs part number check) with fallback requirements","Grandfathering clause for actions done under previous directive versions","Reference to FAA AD 2008-02-14 and AMOC (Alternate Method of Compliance) provisions"],"plain_english_summary":"This CASA Airworthiness Directive mandates inspection and, if needed, replacement of Korry pushbutton switches in the flight compartment of certain Boeing 767-200/300/300F/400ER aircraft to ensure they have the required \"configuration D\" master modules or approved alternatives. It responds to an in-flight integrated drive generator failure possibly caused by a switch fault, protecting control of critical systems. Amendment 1 corrects a typo and continues the existing inspection, replacement, and testing requirements."},"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-b767-237-amdt-1-korry-pushbutton-switches","history":"/api/acts/ad-b767-237-amdt-1-korry-pushbutton-switches/history","analysis":"/api/acts/ad-b767-237-amdt-1-korry-pushbutton-switches/analysis","conflicts":"/api/acts/ad-b767-237-amdt-1-korry-pushbutton-switches/conflicts","importantCases":"/api/acts/ad-b767-237-amdt-1-korry-pushbutton-switches/important-cases","documents":"/api/acts/ad-b767-237-amdt-1-korry-pushbutton-switches/documents"}}