{"id":"F2006B01851","name":"AD/A320/101 Amdt 2 - Main Landing Gear Sliding Tube","slug":"ad-a320-101-amdt-2-main-landing-gear-sliding-tube","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":41047,"registerId":"commonwealth-F2006B01851-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/A320/101 Amdt 2 - Main Landing Gear Sliding Tube","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)  \n![](image.002.png)  \nAirbus Industrie A319, A320 and A321 Series Aeroplanes\n\nAIRWORTHINESS 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 revokes Airworthiness Directive (AD) AD/A320/101 Amdt 1 and issues the following 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 aircraft or 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.\n\nAD/A320/101\n\nAmdt 2\n\n  \nMain Landing Gear Sliding Tube 6/2000\n\nApplicability: All Model A319, A320, and A321 aircraft, all serial numbers up to and including 0875 on which Airbus Industrie SB A320-32-1189 has not been accomplished; and which have had MLG sliding tubes:\n\n    removed for any reason at any time, or\n\n    b. which have been inspected using NDT (NDT2), or\n\n    c. which have not had the attaching hardware and bushes removed from the sliding tube before inspection by NDT (NDT2).\n\nRequirement: 1. Perform a detailed visual inspection of both main landing gear (MLG) sliding tubes in accordance with Airbus Industrie Service Bulletin (SB) A320-32-1189.\n\n    If cracks are detected around the area between the jacking dome bush and the hole for the HP inflation valve or the hole for the lower electrical harness assembly, before further flight, replace the sliding tube.\n\n    b. If other cracks are detected, contact the manufacturer.\n\n2. Raise the aircraft on jacks, remove the jacking dome, the jacking dome bush, and the harness supports. Perform a detailed visual inspection of the sliding tube sub- assembly in the area of the jacking dome bush in accordance with SB A320-32- 1189.\n\nIf cracks are detected, perform the actions of Requirement 1.a.\n\nNote 1: Replacement of MLG absorber is an alternative means of compliance with this Directive.\n\nNote 2: DGAC AD 1999-358-137(B) R1 refers.\n\nCOMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\nCompliance: 1. Within 500 hours’ time in service after 12 August 1999. Thereafter, repeat at intervals not to exceed 500 hours’ time in service.\n\n2. Before 1 August 2000.\n\nThe Compliance of the initial Directive and Amendment 1 remains unchanged by this issue.\n\nThis Amendment becomes effective on 15 June 2000.\n\nBackground: During a maintenance inspection/overhaul process on the MLG sliding tubes, a wrongly performed NDT inspection could have led to local heating, which as a consequence, could initiate cracks. Such cracking could lead to landing gear collapse.\n\nAmendment 1 is issued in response to a new DGAC AD which introduces on-going repetitive inspections for the main landing gear sliding tubes.\n\nAmendment 2 provides for landing gear tubes which either have:\n\n    not had the NDT process which may have caused damage carried out, or\n    had a NDT carried out using a procedure approved subsequent to the discovery that the initial procedure may be damaging.\n\nAmendment 1 of this Airworthiness Directive became effective on 30 December 1999.\n\nThe original issue of this Airworthiness Directive became effective on 12 August 1999.\n\n![](image.003.png)  \n\nBernard Malcolm Hole\n\nDelegate of the Civil Aviation Safety Authority 8 May 2000\n\n![](image.002.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 17 May 2000.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":true,"description":"Amendment 2 broadened the operational scope compared with the original AD. The original directive focused on damage caused by an early NDT procedure. Amendment 1 added ongoing repetitive inspections. Amendment 2 explicitly expands applicability to include sliding tubes that have been removed for any reason, that were inspected using the specified NDT, or that were inspected without removal of attaching hardware/bushes — thereby capturing a wider set of maintenance histories and aircraft. It also introduces a practical alternative compliance option (replacement of the MLG absorber). These changes increase the population of aircraft and maintenance situations covered and add alternative compliance pathways beyond the AD’s original, narrower remedial action."},"complexity_factors":["Relies on an external Airbus Service Bulletin (A320‑32‑1189) for procedural details rather than containing full procedures in the AD.","Three alternative applicability triggers (removed sliding tube at any time; inspected using specified NDT; not having hardware/bushes removed prior to NDT).","Two-tiered inspection requirements (visual inspection of installed tubes; separate jacked inspection requiring component removal).","Periodic repetition requirement (every 500 hours) plus a date‑certain one‑off jacked inspection (before 1 Aug 2000).","Cross‑reference to a foreign airworthiness directive (DGAC AD 1999‑358‑137(B) R1).","Provision of an alternative means of compliance (replacement of MLG absorber) creating a compliance choice.","Conditional actions depending on location/type of detected cracks (replace before flight vs. contact manufacturer).","Amendment history and statement that earlier compliance obligations remain unchanged, which can confuse which requirements are currently binding."],"plain_english_summary":"This directive requires operators of A319/A320/A321 aeroplanes (serials up to 0875 not already covered by Airbus SB A320‑32‑1189) to inspect main landing‑gear sliding tubes—either by detailed visual checks or a jacked inspection—and replace tubes showing specified cracks (or contact Airbus for other findings); inspections recur every 500 flight hours and a jacked inspection deadline is set. \n\nIt affects operators, maintenance organisations, parts suppliers and CASA oversight because cracking—potentially caused by prior NDT—could lead to landing‑gear collapse; replacing the absorber is an approved alternative."},"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"},"kimi_summary":{"content_quality":"ok","complexity_score":4,"scope_assessment":{"changed":true,"description":"The original directive required inspections for all affected aircraft. Amendment 1 added ongoing repetitive inspections. Amendment 2 narrows the scope by excluding aircraft that either (a) didn't have the problematic NDT inspection performed, or (b) had the NDT done using corrected procedures approved after the damage risk was discovered. This represents a refinement from broad application to targeted application based on specific maintenance history."},"complexity_factors":["Multiple applicability conditions combined with 'and/or' logic (three separate criteria with nested sub-conditions)","Cross-references to external documents (Airbus Service Bulletin A320-32-1189, DGAC AD 1999-358-137(B) R1)","Technical aviation terminology requiring domain knowledge (NDT, MLG, jacking dome bush, HP inflation valve)","Layered compliance deadlines (initial 500-hour window, recurring 500-hour intervals, and separate hard deadline of 1 August 2000)","Conditional response requirements (different actions required depending on crack location)","Reference to previous versions (Amendment 1 and original issue) and their effective dates"],"plain_english_summary":"This is a **safety order for specific Airbus aircraft** (A319, A320, and A321 models with serial numbers up to 0875). It requires airlines and aircraft operators to inspect the main landing gear sliding tubes for cracks that could cause the landing gear to collapse during landing.\n\n**What happened:** During maintenance, some non-destructive testing (NDT) inspections were performed incorrectly, causing localised heating that could create cracks in the metal tubes.\n\n**Who must act:** Operators of affected Airbus aircraft that either:\n- Had their main landing gear sliding tubes removed for any reason\n- Were inspected using a specific NDT method (NDT2)\n- Were inspected without first removing the attaching hardware and bushes\n\n**What must be done:**\n- **Visual inspection** of both main landing gear sliding tubes following Airbus instructions\n- If cracks are found in specific areas: **replace the tube before flying again**\n- If cracks are found elsewhere: **contact the manufacturer**\n- **Additional inspection** requiring jacking up the aircraft and removing specific components to check the sliding tube sub-assembly\n\n**When:**\n- First inspection within 500 flight hours after 12 August 1999, then every 500 flight hours\n- The additional jacking inspection before 1 August 2000\n\n**Why it matters:** Cracks in these tubes could cause the landing gear to collapse during landing, endangering passengers and crew. This amendment (version 2) updates previous safety orders to account for tubes that either didn't undergo the problematic inspection or were inspected using corrected procedures."}},"importantCases":[],"_links":{"self":"/api/acts/ad-a320-101-amdt-2-main-landing-gear-sliding-tube","history":"/api/acts/ad-a320-101-amdt-2-main-landing-gear-sliding-tube/history","analysis":"/api/acts/ad-a320-101-amdt-2-main-landing-gear-sliding-tube/analysis","conflicts":"/api/acts/ad-a320-101-amdt-2-main-landing-gear-sliding-tube/conflicts","importantCases":"/api/acts/ad-a320-101-amdt-2-main-landing-gear-sliding-tube/important-cases","documents":"/api/acts/ad-a320-101-amdt-2-main-landing-gear-sliding-tube/documents"}}