{"id":"F2006B06502","name":"AD/RAD/45 - King KDM 7000B Distance Measuring Equipment","slug":"ad-rad-45-king-kdm-7000b-distance-measuring-equipment","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":48066,"registerId":"commonwealth-F2006B06502-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/RAD/45 - King KDM 7000B Distance Measuring Equipment","content":"COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 107 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n![](image.001.png)  \nRadio Communication and Navigation Equipment\n\nAD/RAD/45 King KDM 7000B Distance Measuring Equipment 2/89\n\nApplicability: King model KDM 7000B distance measuring equipment, Part Number 066-1019-21/- 23/-26/-33/-43/-57 with Serial Numbers 21855 to 22526 inclusive.\n\nRequirement: Modify in accordance with Bendix/King Alert Service Bulletin KDM 7000B-34-14 dated 4 November 1988.\n\nNote: FAA AD 88-25-01 refers.\n\nCompliance: If fitted to an aircraft \\- within 150 hours time in service after 23 February 1989 or before 23 May 1989 whichever is the sooner.\n\nOtherwise \\- before fitment to an aircraft.\n\nBackground: Failure of the DME or its power supply can cause erroneous channel selection on an associated NAV receiver when the DME and NAV channelling lines are paralleled.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The AD’s scope—requiring a specific modification for identified KDM 7000B units to address a stated failure mode—is consistent with the instrument’s stated background and requirements. The measure is limited to listed part numbers and serial numbers and prescribes deadlines for fitted and unfitted units; nothing in the text expands or reduces that stated scope beyond these explicit applicability and compliance clauses. (Applicability, Requirement, Compliance, Background)"},"complexity_factors":["Narrow technical applicability defined by multiple specific part numbers and a serial-number range (Applicability)","Dependency on an external manufacturer Alert Service Bulletin for the modification procedure (Requirement)","A conditional compliance schedule with two alternative deadlines (150 hours TIS after a date OR a calendar cutoff) (Compliance)","Cross-reference to a foreign regulator's AD (FAA AD 88-25-01) requiring cross-jurisdictional coordination (Note)","Mandatory character of the directive with no alternative compliance path or cost allocation specified (Requirement, Compliance)"],"plain_english_summary":"What this instrument does, in plain terms:\n\n- It requires a specific hardware change to certain King KDM 7000B distance measuring equipment (DME). The modification must be done following Bendix/King Alert Service Bulletin KDM 7000B-34-14 dated 4 November 1988. (Requirement)\n\nWho is affected:\n\n- Aircraft owners/operators that have a King model KDM 7000B DME with Part Number 066-1019-21/-23/-26/-33/-43/-57 and with Serial Numbers 21855 through 22526 inclusive are directly affected. (Applicability)\n\nWhen it must be done:\n\n- If one of the affected DMEs is already fitted to an aircraft, the modification must be completed within 150 hours time in service after 23 February 1989 or before 23 May 1989, whichever comes sooner. If the DME is not fitted to an aircraft, it must be modified before it is fitted. (Compliance)\n\nWhy the change is required (official claim):\n\n- The AD states that a failure of the DME or its power supply can cause erroneous channel selection on an associated NAV receiver when the DME and NAV channelling lines are paralleled. The modification is directed at removing or reducing that failure mode. (Background)\n\nPractical mechanics and immediate effects:\n\n- The directive does not describe the modification steps itself; it points to the manufacturer's alert service bulletin for the technical procedure. (Requirement)\n- Compliance is mandatory for the identified units within the deadlines set; the AD’s language leaves no alternative compliance path in the text. (Requirement, Compliance)\n- The AD applies only to the listed part numbers and serial-number range, so units outside that range are not covered by this instrument. (Applicability)\n- The instrument cross-references a comparable FAA airworthiness directive (FAA AD 88-25-01), indicating the same safety concern has been addressed in another jurisdiction. (Note)\n\nWho pays, who decides, and compliance burden (as stated in the text):\n\n- The document imposes the obligation to have the modification carried out on aircraft fitted with the listed equipment or before fitment. It does not specify who bears the cost of the modification or how costs are to be recovered. The AD therefore creates a compliance cost and a scheduling/downtime requirement for whoever owns or controls the affected aircraft or equipment. (Requirement, Compliance)\n- The Civil Aviation Safety Authority (as the issuing authority named in the schedule header) is the decision-maker issuing the directive; the AD prescribes the required action and deadlines. (header information)\n\nImplementation and compliance risks, trade-offs and incentives (concrete mechanisms in the text):\n\n- Reliance on an external manufacturer service bulletin for the technical fix means operators must obtain and follow that bulletin to comply; the AD does not itself include the technical steps. This creates a dependency on manufacturer documentation for successful implementation. (Requirement)\n- The compliance window (150 hours time in service or a fixed calendar cutoff) creates an incentive to schedule the modification promptly; it also creates potential downtime and resource allocation costs for owners/operators. (Compliance)\n- By specifying \"before fitment to an aircraft\" for units not yet installed, the AD prevents installation of unmodified units, which may affect sale, stocking, or maintenance-cycle decisions for those parts. (Compliance)\n\nSummary statement:\n\n- This airworthiness directive mandates a manufacturer-specified modification to a narrowly defined set of King KDM 7000B DMEs because of a reported failure mode that can affect NAV receiver channel selection. It prescribes clear deadlines for already-fitted and not-yet-fitted units, refers operators to the manufacturer’s service bulletin for the technical work, and does not allocate costs or alternative compliance mechanisms within the text. (Applicability, Requirement, Compliance, Background)"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a discrete, targeted safety directive addressing a specific technical fault in a specific equipment model. It has not expanded beyond its original purpose of mandating a manufacturer service bulletin to prevent erroneous navigation channel selection."},"complexity_factors":["Single, specific equipment model with clearly defined part and serial number ranges","Straightforward binary compliance path: either already fitted (time-limited) or not yet fitted (pre-installation)","No defined terms section — all terminology is standard aviation maintenance language","Single cross-reference to FAA AD 88-25-01 (informational only)","No nested exceptions or conditional logic beyond the simple 'if fitted/otherwise' structure","Very short document — approximately 150 words of substantive content"],"plain_english_summary":"This is an **Airworthiness Directive** — essentially a mandatory safety order for aircraft equipment. It applies to a specific model of navigation equipment called the **King KDM 7000B Distance Measuring Equipment (DME)**. DME is what tells pilots how far they are from a ground-based navigation beacon.\n\n**What it requires:**\n- If this specific equipment (with certain part and serial numbers) is already installed on an aircraft, it **must be modified** within 150 flight hours after 23 February 1989, or before 23 May 1989 — whichever comes first.\n- If the equipment is **not yet installed**, it must be modified **before** being fitted to any aircraft.\n\n**Why it matters:**\nThere's a dangerous fault: if the DME or its power supply fails, it can cause the aircraft's navigation (NAV) receiver to tune to the wrong channel. This happens when the DME and NAV systems share wiring. Wrong channel = wrong navigation information = potential for getting lost or worse.\n\n**Who needs to act:**\n- Aircraft owners or operators with this specific King KDM 7000B equipment installed\n- Maintenance organisations fitting this equipment to aircraft\n\nThe modification follows instructions from the manufacturer (Bendix/King Service Bulletin KDM 7000B-34-14)."}},"importantCases":[],"_links":{"self":"/api/acts/ad-rad-45-king-kdm-7000b-distance-measuring-equipment","history":"/api/acts/ad-rad-45-king-kdm-7000b-distance-measuring-equipment/history","analysis":"/api/acts/ad-rad-45-king-kdm-7000b-distance-measuring-equipment/analysis","conflicts":"/api/acts/ad-rad-45-king-kdm-7000b-distance-measuring-equipment/conflicts","importantCases":"/api/acts/ad-rad-45-king-kdm-7000b-distance-measuring-equipment/important-cases","documents":"/api/acts/ad-rad-45-king-kdm-7000b-distance-measuring-equipment/documents"}}