{"id":"F2006B06523","name":"AD/RAD/69 - AlliedSignal RIA-32A ILS Receiver","slug":"ad-rad-69-alliedsignal-ria-32a-ils-receiver","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":48148,"registerId":"commonwealth-F2006B06523-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"AIRWORTHINESS DIRECTIVE","sectionType":"part","heading":"AIRWORTHINESS DIRECTIVE","content":"# AIRWORTHINESS DIRECTIVE\n\n![](image.002.png)\n\n![](image.002.png)  \nFor the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.","sortOrder":0},{"sectionNumber":"AD/RAD/69 AlliedSignal RIA-32A ILS Recei","sectionType":"part","heading":"AD/RAD/69 AlliedSignal RIA-32A ILS Receiver 2/2000","content":"# AD/RAD/69 AlliedSignal RIA-32A ILS Receiver 2/2000\n\nApplicability: AlliedSignal RIA-32A Instrument Landing System (ILS) navigation receivers having part numbers (P/N) 2070724-3201 and -3203.\n\nNote 1: These ILS navigation receivers are known to be installed in, but not limited to, Airbus Model A300 series aeroplanes and Boeing Model 747-100, -100B, -100B SUD, -200B, -200F, -200C, -300, 747SR, and 747SP series aeroplanes.\n\nRequirement: 1. For ILS navigation receivers having serial numbers 1 through 2365 inclusive - Replace three resistors in the ILS navigation receiver with higher ohm resistors in accordance with Bendix/King Service Bulletin (SB) RIA-32A-34-47, Revision 1, dated January 1992; and replace the nameplate on the receiver with a new nameplate in accordance with Bendix/King SB RIA-32A-34-48, dated December 1991.\n\n2. For ILS navigation receivers having serial numbers 2366 and subsequent \\- Replace the nameplate on the receiver with a new nameplate in accordance with Bendix/King SB RIA-32A-34-48, dated December 1991.\n\nNote 2: FAA AD 99-23-24 Amdt 39-11420 refers.\n\nCompliance: For Requirements 1 and 2 \\- Within six months after the effective date of this directive.\n\nThis Airworthiness Directive becomes effective on 24 February 2000.\n\nBackground: The FAA has received reports indicating that, during final approach, ILS navigation receivers installed on certain Airbus Model A300 series aeroplanes have indicated a valid signal from the glideslope ground station, though the ground station was not operating. An absent glideslope signal is normally indicated by the glideslope instrument warning flag on the radio direction magnetic indicator. In these events, the glideslope instrument warning flag moved out of view, indicating to the flight crew that a valid signal had been received from the glideslope ground station.","sortOrder":1}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a standard, narrow airworthiness directive targeting a specific safety defect in specific equipment. It has not expanded beyond its original purpose of correcting the identified unsafe condition in the ILS receivers."},"complexity_factors":["Single, specific aeronautical product with clearly defined part numbers","Straightforward binary applicability test (serial number ranges)","Only two distinct compliance paths with no nested conditions","No cross-references to other legislation (only references to manufacturer service bulletins and related FAA directive)","Single compliance deadline with no exceptions or alternative methods","No defined terms section — all technical terms are standard aviation terminology"],"plain_english_summary":"This CASA safety order forces owners/operators to correct a dangerous fault in AlliedSignal RIA-32A ILS receivers that can falsely indicate a valid landing signal, risking incorrect descent guidance. It affects aircraft such as Boeing 747s and Airbus A300s using these units and prescribes different fixes depending on serial numbers.\n\nThe action, prompted by FAA incident reports, aims to prevent landing accidents; compliance was required within six months of 24 Feb 2000."},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The AD remains narrowly focused on correcting a specific unsafe behaviour of the AlliedSignal RIA-32A ILS receivers. It targets only two part numbers and separates the remedy by serial number (older units require an electrical modification plus a nameplate change; newer units require only a nameplate change). There is no evidence in the text that the directive expanded beyond that original technical remedy (no additional parts or aircraft types are swept in beyond the stated applicability), so the scope has not materially grown beyond its stated safety purpose."},"complexity_factors":["Narrow applicability: only two part numbers (2070724-3201 and -3203).","Serial-number split at 2365 creates two different work scopes (1–2365 vs 2366+).","Two required actions (resistor replacement + nameplate replacement) for older units; one action (nameplate) for newer units.","Single compliance deadline (six months) and single effective date (24 Feb 2000).","Cross-reference to two Bendix/King Service Bulletins (RIA-32A-34-47 Rev 1 and RIA-32A-34-48) for technical instructions.","Cross-reference to FAA AD 99-23-24 (informational linkage).","Short background with a single described failure mode (false glideslope indication)."],"plain_english_summary":"**What this directive requires (mechanics)\n\n- **Which equipment is affected:** AlliedSignal (Bendix/King) RIA-32A ILS navigation receivers with part numbers 2070724-3201 and 2070724-3203. (Applicability)\n\n- **Who on aircraft may have these units:** The receivers are known to be installed in, but not limited to, Airbus A300 series and many Boeing 747 variants. (Note 1)\n\n- **Work required:**\n  - For receivers with serial numbers 1–2365: replace three resistors inside the receiver with higher‑ohm resistors, following Bendix/King Service Bulletin (SB) RIA-32A-34-47 Revision 1 (Jan 1992); and replace the receiver nameplate following Bendix/King SB RIA-32A-34-48 (Dec 1991). (Requirement 1)\n  - For receivers with serial numbers 2366 and later: replace only the receiver nameplate following Bendix/King SB RIA-32A-34-48 (Dec 1991). (Requirement 2)\n\n- **When it must be done:** both requirements must be completed within six months of the directive becoming effective. (Compliance)\n\n- **Effective date:** the AD became effective on 24 February 2000.\n\n- **Related material:** the directive notes a related FAA Airworthiness Directive (FAA AD 99-23-24). (Note 2)\n\n**Why the directive was issued (official rationale and practical effect)\n\n- Official rationale: reports to the FAA indicated that some RIA-32A receivers could show a valid glideslope signal on final approach even when the ground glideslope station was not transmitting. That false indication causes the glideslope warning flag to move out of view, which could mislead flight crews about vertical guidance availability. (Background)\n\n- How the required actions address the problem: the resistor change is intended to alter the receiver's electrical behaviour so the unit will not falsely indicate a valid glideslope signal; the nameplate replacement likely serves to identify which units have been modified. (Requirement 1; Requirement 2)\n\n**Who pays, who decides, and what changes in behaviour\n\n- Who pays: aircraft owners/operators or their maintenance providers pay for parts, labour and aircraft downtime to perform the SB instructions. (Requirement; Compliance)\n\n- Who decides/enforces: the CASA delegate issued the AD under CAR 1998 subregulation 39.1(1), so compliance is mandatory for affected Australian‑registered aircraft; the specific work instructions come from the Bendix/King service bulletins. (Front matter; Requirement)\n\n- What must change: maintenance organisations or technicians must inspect receiver serial numbers, perform the resistor and/or nameplate replacements according to the specified SBs, and record completion within the six‑month window. Operators may need to schedule aircraft out of service to perform the work.\n\n**Costs, trade-offs, and risks (implementation view)\n\n- Direct costs: parts (three resistors, new nameplate), labour and aircraft downtime. The AD does not state unit pricing or total fleet numbers, so total cost depends on how many affected receivers are in service and whether work is done during other scheduled maintenance.\n\n- Operational trade-offs: operators must allocate maintenance hours within the six‑month compliance window; that could increase short‑term downtime or maintenance sequencing costs.\n\n- Compliance burden and implementation risk: the action depends on availability of the Bendix/King SBs and replacement nameplates/resistors. Independent MROs can perform the work if they follow the SBs, but any constrained supply of parts or SB access could slow compliance. The AD itself leaves the technical method to the SBs, so variability in how the SBs are executed (and documented) is an implementation risk.\n\n- Concentration of benefits and diffusion of costs: the safety benefit (reduced risk of false glideslope indications) accrues to passengers, crews and the broader public, while the compliance cost is concentrated on aircraft owners/operators and their maintenance budget. (Background; Requirement)\n\n**Other notes\n\n- The AD only applies to two specific part numbers and makes a distinction by serial number: older serials get the resistor modification plus nameplate change; newer serials get the nameplate only. (Applicability; Requirement 1 and 2)\n\n- The AD cross‑references the FAA AD and relies on manufacturer SBs for the technical remedy, so operators must follow both the regulator's mandate and the manufacturer's detailed instructions. (Note 2; Requirement)\n\nOverall, the directive is a targeted, time‑limited mandatory maintenance action that requires specific electrical and identification changes to a limited set of ILS receivers to correct a documented false glideslope indication issue. It shifts the cost of the fix to aircraft operators while leaving the exact engineering steps to the manufacturer service bulletins.**"},"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-rad-69-alliedsignal-ria-32a-ils-receiver","history":"/api/acts/ad-rad-69-alliedsignal-ria-32a-ils-receiver/history","analysis":"/api/acts/ad-rad-69-alliedsignal-ria-32a-ils-receiver/analysis","conflicts":"/api/acts/ad-rad-69-alliedsignal-ria-32a-ils-receiver/conflicts","importantCases":"/api/acts/ad-rad-69-alliedsignal-ria-32a-ils-receiver/important-cases","documents":"/api/acts/ad-rad-69-alliedsignal-ria-32a-ils-receiver/documents"}}