{"id":"F2006B03913","name":"AD/BEECH 400/11 - Autopilot and Rudder Boost Interlock","slug":"ad-beech-400-11-autopilot-and-rudder-boost-interlock","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":43522,"registerId":"commonwealth-F2006B03913-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/BEECH 400/11 - Autopilot and Rudder Boost Interlock","content":"COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n![](image.001.png)  \nBeechcraft 400 Series Aeroplanes\n\nAD/BEECH 400/11 Autopilot and Rudder Boost Interlock 13/95\n\nApplicability: This Directive is applicable to Model 400 aeroplane serial number RJ-61, Model 400A aeroplanes serial numbers RK-1 through RK-77 inclusive and RK-79 through RK-92 inclusive.\n\nRequirement: Install an autopilot and rudder boost improvement kit in accordance with Beechcraft Mandatory Service Bulletin 2533 Revision 1 dated June 1995.\n\nCompliance: Within 200 hours time in service after 7 December 1995.\n\nNote: FAA AD 95-18-04 Amdt 39-9352 refers.\n\nBackground: Actions specified by this Directive are intended to prevent incorrect operation of the rudder boost system during deployment of the thrust reverser and to prevent the autopilot from exceeding certain bank angle limits, both these conditions having the capability to reduce the controllability of the aeroplane.","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a specific airworthiness directive with a narrow, technical scope focused on a particular safety modification for specific aircraft. It has not expanded beyond its original purpose."},"complexity_factors":["Single, specific requirement with clear applicability criteria (specific serial numbers listed)","No defined terms section or interpretation provisions","No cross-references to other legislation beyond a note about the equivalent FAA directive","Simple conditional logic: if you own one of these specific planes, you must install this specific kit by this specific deadline","Short document (approximately 150 words) with straightforward structure"],"plain_english_summary":"This is a **safety order for specific Beechcraft aeroplanes** that requires owners to install a fix for two dangerous problems.\n\n**What it does:**\n- Forces owners of certain Beechcraft 400 series planes to install an improvement kit that fixes two separate safety issues:\n  1. **Rudder boost problem:** The rudder boost system (which helps pilots control the plane during engine failure) could malfunction when the thrust reverser is used (thrust reversers help slow the plane after landing).\n  2. **Autopilot problem:** The autopilot could bank the plane too steeply, making it harder to control.\n\n**Who it affects:**\n- Owners of specific Beechcraft 400 and 400A aeroplanes with serial numbers RJ-61, RK-1 through RK-77, and RK-79 through RK-92.\n\n**Why it matters:**\n- Both faults could make the plane harder to control, potentially leading to loss of control. The directive mandates a fix within 200 flight hours after 7 December 1995.\n\n**Key details:**\n- **Compliance deadline:** Within 200 hours of flying time after 7 December 1995\n- **What to do:** Install the kit following Beechcraft's official instructions (Service Bulletin 2533 Revision 1)\n- **US equivalent:** FAA issued a similar order (AD 95-18-04)"},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The Directive sets out a defined applicability (listed serial numbers) and a single required corrective action with a specified compliance window. The instrument itself does not indicate any modification or broadening of that scope from an earlier statement; it prescribes the action only for the named aeroplanes and references the manufacturer service bulletin as the means of compliance. (Applicability, Requirement, Compliance)"},"complexity_factors":["Narrow and explicit applicability (specific serial numbers) reduces scope complexity (Applicability).","Single prescriptive technical action required (install an identified improvement kit per Beechcraft Service Bulletin) simplifies compliance steps (Requirement).","Fixed, short compliance window tied to flight hours creates scheduling and operational planning considerations (Compliance).","Dependence on an external technical document (Beechcraft Mandatory Service Bulletin 2533 Rev 1) requires access to manufacturer instructions and parts (Requirement).","Cross-reference to an FAA AD introduces an external regulatory alignment factor but does not materially enlarge obligations (Note)."],"plain_english_summary":"### What this directive does\n\nThis Airworthiness Directive requires certain Beechcraft 400 series aeroplanes to have a specific hardware and/or wiring change (an \"autopilot and rudder boost improvement kit\") installed. The change must be done according to Beechcraft Mandatory Service Bulletin 2533 Revision 1 (June 1995). (Requirement)\n\n### Who it affects\n\nThis applies only to the listed aeroplane serial numbers: Model 400 serial RJ-61, and Model 400A serials RK-1 through RK-77 and RK-79 through RK-92. Owners and operators of those specific aeroplanes are the parties directly affected. (Applicability)\n\n### When it must be done\n\nThe installation must be completed within 200 hours time in service after 7 December 1995. That is the compliance deadline that operators must meet. (Compliance)\n\n### Why the change is required\n\nThe Directive says the kit is intended to: (a) stop incorrect operation of the rudder boost system when a thrust reverser is deployed, and (b) stop the autopilot from exceeding certain bank angle limits. Both of those failures are described as having the potential to reduce the aeroplane's controllability. (Background)\n\n### Who pays and who decides\n\n- The owners/operators of the affected aeroplanes must arrange and pay for the installation of the improvement kit; the Directive imposes the obligation. (Applicability, Requirement)\n- The Civil Aviation Safety Authority (as the issuing authority named in the Directive) sets the requirement and the compliance time. (Header information)\n\n### Practical effects, incentives and trade-offs\n\n- Compliance cost and downtime: Operators must acquire the kit and have it installed in accordance with the Beechcraft service bulletin. That creates a one-off parts-and-labour cost and causes maintenance downtime for each affected aeroplane. (Requirement)\n- Compliance timing incentive: The specified 200 flight-hours window creates an incentive to schedule the work within that period; operators must choose when to take aeroplanes out of service to meet the deadline. (Compliance)\n- Implementation dependency: The Directive points operators to Beechcraft Mandatory Service Bulletin 2533 Revision 1 for the technical steps. That means the practical ability to comply depends on availability of the kit, maintenance resources, and following the manufacturer procedure. (Requirement)\n- Coordination with other regulators: The Directive references a corresponding FAA Airworthiness Directive (FAA AD 95-18-04). Operators with international operations may note that similar regulatory action exists elsewhere. (Note)\n\n### Compliance and enforcement risk\n\nFailure to install the kit by the stated compliance time would leave the aeroplane non-compliant with this Directive. The Directive identifies specific unsafe behaviours it aims to prevent; it is prescriptive about the remedy and the compliance deadline. (Requirement, Compliance, Background)\n\n### Summary statement\n\nOwners/operators of the listed Beechcraft 400/400A aeroplanes must install the specified improvement kit according to Beechcraft Mandatory Service Bulletin 2533 Revision 1 within 200 hours time in service after 7 December 1995. The Directive aims to address two particular failure modes (rudder boost incorrect operation on thrust reverser deployment, and autopilot exceeding bank limits) that can reduce controllability. (Applicability, Requirement, Compliance, Background, Note)"}},"importantCases":[],"_links":{"self":"/api/acts/ad-beech-400-11-autopilot-and-rudder-boost-interlock","history":"/api/acts/ad-beech-400-11-autopilot-and-rudder-boost-interlock/history","analysis":"/api/acts/ad-beech-400-11-autopilot-and-rudder-boost-interlock/analysis","conflicts":"/api/acts/ad-beech-400-11-autopilot-and-rudder-boost-interlock/conflicts","importantCases":"/api/acts/ad-beech-400-11-autopilot-and-rudder-boost-interlock/important-cases","documents":"/api/acts/ad-beech-400-11-autopilot-and-rudder-boost-interlock/documents"}}