AD/A320/93 Amdt 4 - MLG Forward Pintle Pin Cross Bolt

Scope and applicability: The AD applies to all Airbus A319, A320 and A321 aircraft that do not already have specific Airbus production modifications (28903 or 30044) or do not already have SB A320-32-1213 accomplished in service (Applicability). That framing means the AD targets aircraft remaining in the field that have neither the production design change nor the terminating SB applied.

Three-tiered operational regime: The Directive sets up a sequential regime of inspection, corrective action, and modification. Operators may choose a staged approach: apply SB A320-32-1119 together with the inspection programme of SB A320-32-1187 (Requirement 1, 2), and continue inspections at defined intervals (Compliance 2), or alternatively perform the SB A320-32-1213 modification earlier which eliminates the need for further repeat inspections (Note 1). The SBs referenced are treated as the required method of compliance; the AD does not present alternative means of compliance within the text.

Technical actions required: The core tasks are (a) modification of the forward pintle pin cross bolt per the specified SBs (SB A320-32-1119 or SB A320-32-1213), (b) detailed visual inspections of left and right forward pintle pin cross bolts and corrective actions where necessary per SB A320-32-1187, and (c) bolt torque checks for gears previously inspected under AOT 32-17 (Requirement 2a). The AD identifies which SB revisions are acceptable for each action (e.g., SB A320-32-1119 original issue or Revision 1, SB A320-32-1213 original, Rev 1 or Rev 2).

Temporal and terminating rules: The Compliance section establishes time-based thresholds tied to flight cycles, entry into service dates, and overhaul events. For example, modification under Requirement 1 must be done before accumulation of 20,000 flights or during the next MLG overhaul, whichever occurs first, for all Model A320 aircraft subject to the requirement (Compliance 1). Repeating inspections are required thereafter at intervals not to exceed 15 months or 1,000 flights until SB A320-32-1213 is applied to both legs, which terminates the inspection obligation (Note 1, Compliance 2).

Authority and provenance: CASA issues the AD under subregulation 39.1(1) of CAR 1998, using the delegate signature process described (front matter). The AD incorporates by reference Airbus Industrie Service Bulletins as the technical means of compliance and notes a corresponding DGAC (French authority) AD reference (DGAC AD 2000-428-153(B) R1) (Applicability, Note 2). The Background attributes the safety concern to the DGAC action to prevent the possible collapse of the associated main gear.

Record and change history: The AD documents prior amendments and the effective dates of the original and subsequent amendments. Amendment 1 introduced SB A320-32-1187 and clarified compliance. Amendment 2 consolidated two previous Directives including AD/A320/44 and added the terminating modification requirement. Amendment 3 clarified Requirement 1 applicability and corrected a typographical error. Amendment 4 introduced later revisions of SB A320-32-1119 and corrected another typographical error; Amendment 3 became effective 22 March 2001, Amendment 2 effective 30 November 2000, and the original directive effective 26 March 1998 (Background, Amendment notes).

Normative technical documents: The AD makes the Service Bulletins SB A320-32-1119, SB A320-32-1187, SB A320-32-1213, and prior AOT 32-17 normative for the actions it mandates. Where the AD accepts multiple revisions, it does so explicitly, and it identifies which revisions constitute acceptable compliance documentation (Requirement, Note 1, Compliance).

Aircraft operators and owners: The primary economic and compliance burden falls on the registered owners and operators of the affected Airbus fleet. The AD addresses "All Model A319, A320, and A321 aircraft without Airbus Industrie modification 28903 or 30044 in production or Service Bulletin A320-32-1213 in service" (Applicability). That language targets aircraft lacking specific production changes or the terminating SB, so operators must verify fleet configuration against those two production modification numbers and service bulletin compliance status.

Maintenance organisations and engineers: Licensed maintenance organisations and personnel performing the required visual inspections, torque checks, and structural modifications will carry out the work specified by the SBs which the AD mandates (Requirement, Requirement 2, Requirement 3). The SBs are incorporated by reference as the required technical procedure; compliance therefore requires access to, and adherence to, those SBs and any tooling, parts and procedural steps they call for.

Logistics and supply chains: Suppliers of parts and tooling specified in SB A320-32-1119 and SB A320-32-1213 stand to supply replacement bolts, redesigned cross bolts, or corrective kits. Where operators elect to perform the terminating modification SB A320-32-1213, they will need the associated parts, which creates a direct procurement demand. The AD does not itself set prices or supplier exclusivity, but it channels demand to the parts and service ecosystem that supports the SBs (Requirement, Note 1).

Regulators and inspectors: CASA, acting under subregulation 39.1(1) of CAR 1998, enforces the requirement. The AD is issued by a CASA delegate as the instrument of compliance monitoring and enforcement (front matter). CASA inspectors will rely on the AD and the recorded accomplishment of SBs and inspections to verify conformity.

Operators of overhaul facilities and MLG overhaul providers: The Compliance timings tie certain actions to the "next main landing gear overhaul" (Compliance 1, Compliance 3). Overhaul facilities that service MLGs must be prepared to perform the required modification if the operator schedules the action at overhaul rather than earlier, or must validate that the terminating SB has already been applied.

Design approval holders and continuing airworthiness managers: Airbus Industrie is the originator of the SBs, and the AD references Airbus modifications and SBs. Continuing airworthiness managers must ensure that fleet records reflect whether modifications 28903 or 30044 are present in production, or whether SB A320-32-1213 has been accomplished in service, to determine whether their aircraft fall within the AD applicability (Applicability, Requirement).

Third parties not directly mentioned: Passengers and insurers are indirectly affected through operational availability, aircraft downtime, and any impact on airworthiness status, but the AD itself imposes no direct obligations on them. The AD does not name specific maintenance organisations, suppliers, or design approval holders beyond Airbus Industrie, CASA and DGAC.

Duties imposed on operators and maintainers

• Determine applicability: Operators must first verify whether each aircraft lacks Airbus production modification 28903 or 30044 and whether SB A320-32-1213 has been accomplished (Applicability). That determination controls whether the AD applies to a given airframe.

• Perform modifications: Requirement 1 and Requirement 3 require modification of the MLG forward pintle pin cross bolt. Conforming actions are described by SB A320-32-1119 (original or Rev 1) or SB A320-32-1213 (original, Rev 1 or Rev 2). Operators must carry out the modification per the applicable SB and choose whether to follow the staged approach (SB-1119 plus inspections) or go straight to SB-1213 (Requirement 1, Requirement 3).

• Conduct inspections and corrective actions: Requirement 2 mandates a detailed visual inspection of left and right forward pintle pin cross bolts and application of corrective actions specified in SB A320-32-1187. If earlier inspections under AOT 32-17 were carried out prior to Amendment 1, a bolt torque check per SB A320-32-1187 is required (Requirement 2a). Inspections have continuing periodicity until terminating modification is done (Compliance 2).

• Meet timing thresholds: The Compliance section prescribes the exact timeframes for performing the initial modification or inspection, and intervals for repeat inspections. For example, certain thresholds are specified "whichever occurs later" among entry into service timeframes, flight counts, or SB accomplishment dates (Compliance 1, Compliance 2).

• Record completion: While the AD text does not specify exact record-keeping steps, operators are required to take the actions set out "in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section" (front matter). Practically, that requires documentary proof of having followed the SBs and of meeting timing requirements.

Rights and discrete decisions available to operators

• Choice of compliance path within the AD: Operators may choose to comply by first implementing SB A320-32-1119 and applying the inspection programme of SB A320-32-1187 (and continuing repeat inspections per Compliance 2), or they may elect to implement SB A320-32-1213 earlier, which the AD identifies as terminating action for the inspection requirements (Requirement 1, Note 1).

• Deferment until overhaul in some cases: The Compliance section allows deferral of modification until "during the next main landing gear overhaul" in specified circumstances (Compliance 1, Compliance 3). This creates a practical scheduling option for operators choosing not to modify immediately.

• Use of permitted SB revisions: The AD lists which revisions of each SB are acceptable for compliance (Requirement). Operators must use the listed SB revisions (for example, SB A320-32-1119 original issue or Revision 1; SB A320-32-1213 original issue, Revision 1 or Revision 2).

Decision and enforcement authority

• CASA delegate authority: The AD is issued by a CASA delegate under subregulation 39.1(1) of CAR 1998, and the delegate's signature appears on the AD (front matter). The AD stands as a regulatory instrument under CAR 1998 Part 39, and operators are required to comply with it in the circumstances and times stated (front matter).

• Termination of obligations by modification: Completion of SB A320-32-1213 on both left and right MLGs is stated to be terminating action for the inspection requirements of the Directive (Note 1). That gives operators a clear exit condition for ongoing inspection obligations under this AD.

Constraints and limits of rights

• No alternative methods of compliance within the AD text: The document explicitly names the SBs and revisions as the means of compliance. It does not set out alternative technical solutions or a procedure for requesting alternative methods of compliance within the text itself; any such options would be governed by the broader CAR framework outside the body of this AD (Requirement).

• No detailed recordkeeping language in the AD: The AD requires actions "in accordance with the instructions" and "at the time mentioned," but it does not specify the form of compliance evidence. Operators must therefore ensure records capture SB accomplishment and inspection history in a manner consistent with general continuing airworthiness obligations under CAR 1998 and their own maintenance control processes.

Statutory basis and issuing authority

• Regulatory source: The AD is issued under subregulation 39.1(1) of the Civil Aviation Regulations 1998 by a delegate of the Civil Aviation Safety Authority (front matter). The AD incorporates compliance obligations and schedules that must be met by operators of the affected aircraft.

What the AD itself states about enforcement

• The AD prescribes required actions and compliance deadlines; it does not enumerate specific penalties or enforcement processes within its text beyond invoking the authority of CASA under CAR 1998 and the AD instrument itself (front matter). The AD records the delegate signature and the effective date, indicating the AD's force as an instrument issued under the CAR framework (front matter, effective date 14 June 2001).

Implications for compliance monitoring

• CASA will expect operators to have accomplished the specified modifications and inspections within the deadlines set out in the Compliance section. The AD identifies SB A320-32-1213 as terminating action for the repeat inspection obligation (Note 1); where an operator has done the terminating SB on both left and right MLGs, the ongoing inspection obligation ceases.

• While the AD does not set out enforcement actions, the instrument’s issuance under CAR 1998 Part 39 implies that failure to comply may render an aircraft non-conforming to the AD and therefore not compliant with its regulatory continuing airworthiness obligations. The specific sanctions or remedial measures available to CASA are not described in this AD text, they rest with the CAR 1998 enforcement provisions outside the text.

Interaction with foreign authority directives

• The AD references DGAC AD 2000-428-153(B) R1 (Note 2). That reference signals concurrent or related regulatory action by the French authority. CASA’s adoption of the requirements in this AD aligns the Australian regulatory requirement with the DGAC position, and operators should be aware of that cross-reference when managing international fleet records and compliance traceability.

Practical enforcement signals

• Effective dates and amendment history: The directive’s effective date (14 June 2001) and explicit amendment history (Background) provide temporal markers for enforcement. The AD also states that "The Compliance times of the previous issue of this Directive remain unchanged for this issue," which suggests that earlier obligations retain force where not superseded (Compliance note).

• Terminating action clarity: The AD unambiguously designates SB A320-32-1213 performed on both left and right MLGs as terminating action for repeat inspections (Note 1). That is a clear compliance yardstick inspectors can verify in maintenance records.

Limits on claims about penalties

• The AD text does not include fines, detention measures, or explicit legal penalties. Any discussion of specific penalties, enforcement procedures, or sanctions must therefore be sourced from CAR 1998 and administrative enforcement instruments outside this AD. The present AD provides the substantive mandatory actions and timing, and thereby forms the legal requirement which enforcement instruments address under the broader regulatory framework.

Link to CAR 1998

• Enabling statute: The AD is issued under subregulation 39.1(1) of the Civil Aviation Regulations 1998 (front matter). That subregulation is the statutory basis enabling CASA, through a delegate, to issue airworthiness directives mandating corrective actions to address unsafe conditions. The AD itself operates as an instrument within the Part 39 airworthiness directive regime.

Cross-reference to foreign authority AD

• DGAC AD reference: Note 2 of the AD refers to DGAC AD 2000-428-153(B) R1. That indicates the Directive aligns with or responds to a French Directorate General for Civil Aviation directive. Operators with international fleets must reconcile the CASA AD with any foreign airworthiness directives and with their own continuing airworthiness obligations under the jurisdictions where aircraft are registered or operated (Applicability, Note 2).

Incorporation of manufacturer Service Bulletins

• The AD makes Airbus Industrie Service Bulletins (SB A320-32-1119, SB A320-32-1187, SB A320-32-1213) the required technical procedures for compliance (Requirement). This links regulatory obligations to manufacturer-issued technical data. The interaction creates a compliance nexus between statutory regulatory requirements and the technical documents produced by the manufacturer.

Interplay with maintenance and overhaul contracts and standards

• Overhaul timing: The Compliance section permits certain actions to be performed "during the next main landing gear overhaul" (Compliance 1, Compliance 3). That ties regulatory compliance to contractual maintenance schedules, meaning long-term maintenance contracts and overhaul service providers are operationally implicated. Operators who rely on annual checks or specific overhaul cycles must ensure those contracts permit the mandated SB work to be performed within the required timeframes.

Pre-existing directives and effective dates

• Preservation of prior compliance times: The AD states "The Compliance times of the previous issue of this Directive remain unchanged for this issue" (Compliance note). That means existing obligations from earlier iterations of the same AD continue to bind unless expressly altered. Operators cannot assume an amendment relaxes prior compliance obligations unless the AD text says so.

Limits and scope of the AD in relation to other rules

• No express conflict resolution provision: The AD does not contain cross-waiver language nor does it specify procedures for seeking alternative means of compliance. Any such procedures, or any conflicts with other laws or contractual obligations, would be resolved under the broader CAR 1998 administrative machinery, or by reference to operator certification and approval processes external to this AD.

Documentation and continuing airworthiness obligations

• Implicit interdependence with continuing airworthiness law: Although not spelled out in the AD, the obligation to perform SBs and inspections intersects with operators’ broader continuing airworthiness responsibilities under CAR 1998, including maintenance release, maintenance organisation approvals, and record-keeping obligations. The AD’s prerequisites must be reflected in the operator’s maintenance program, manifesting as an interaction between the AD and ongoing regulatory requirements.

Chronology recorded in the AD text

• Original issue: The AD’s original issue became effective on 26 March 1998. The AD text records that as the inception of the directive (Background).

• Amendment 1: Amendment 1 introduced Service Bulletin A320-32-1187 as the Requirement document and clarified compliance requirements. The AD records this as part of its amendment history though it does not provide the date of Amendment 1’s effectiveness within the main amendment notes; elsewhere the AD states that Amendment 3 became effective on 22 March 2001 and Amendment 2 on 30 November 2000, implying Amendment 1 predates those changes (Background).

• Amendment 2: Amendment 2 consolidated the requirements of two previously issued Directives, including AD/A320/44, and added a modification that constitutes terminating action for ongoing repeat inspection requirements. Amendment 2 became effective on 30 November 2000 (Background).

• Amendment 3: Amendment 3 clarified Requirement 1 applicability and Requirement 3 compliance; it corrected a typographical error in Requirement 1 compliance. Amendment 3 became effective on 22 March 2001 (Background).

• Amendment 4 (current): Amendment 4, the text at hand, introduces later revisions of SB A320-32-1119 and corrects a typographical error in Paragraph 2 of the Compliance part of the Directive. This amendment becomes effective on 14 June 2001. The AD notes that the Compliance times of the previous issue remain unchanged where not otherwise adjusted (Background, effective date).

What changed practically across amendments (as stated in the text)

• Addition of SB A320-32-1187: Amendment 1 made SB A320-32-1187 the requirement document for inspections and added clarity to compliance processes, bringing a specific manufacturer inspection procedure into the AD’s normative materials (Background, Requirement 2).

• Consolidation and terminating action: Amendment 2 folded in requirements from another directive (AD/A320/44) and formalised the option to accomplish SB A320-32-1213 as terminating action for the repeat inspection programme. That created a path to remove the ongoing inspection burden by completing a particular modification (Background, Note 1).

• Clarifications and typographical corrections: Amendment 3 and Amendment 4 focused on clarifying applicability and compliance timing, and correcting typographical errors in the compliance language. Amendment 4 additionally introduced acceptance of later revisions of SB A320-32-1119 (Background).

• Progressive acceptance of SB revisions: The AD now lists specific permitted revisions of the SBs (e.g., SB A320-32-1119 original or Rev 1; SB A320-32-1213 original, Rev 1 or Rev 2). Those revision permissions changed over time as the amendments were introduced and the AD was updated.

Administrative notes and publication

• Notification and signature: The AD records the signature of the CASA delegate, David Alan Villiers, dated 7 May 2001, and it notes the AD was notified in the Commonwealth of Australia Gazette on 16 May 2001 (front matter, footer). The AD effective date is recorded as 14 June 2001.

• Continuity of compliance obligations: The AD states specifically that prior compliance times from earlier issues of the directive remain unchanged by this amendment, indicating that operators must preserve prior obligations unless explicitly changed in the text (Compliance note).

Source text content

• No cases or litigation are cited in the AD/A320/93 Amdt 4 text. The directive references regulatory instruments and manufacturer service documents, and records its issuance and amendment history, but it does not cite judicial decisions or administrative appeals in the body of the directive.

Implication for legal research from the AD

• Absent any mention of disputes or judicial review in this text, the AD itself is a regulatory instrument rather than a report of litigation. Any litigation, appeals, or enforcement actions arising from non-compliance would be recorded outside this AD in tribunal or court files, administrative records, or enforcement notices. Those records are not part of the provided source.

How to treat the AD in legal proceedings

• The AD operates as a regulatory requirement under CAR 1998 Part 39 and can form the substantive basis for compliance obligations or allegations of non-compliance in enforcement actions under the regulatory framework. The AD itself does not provide litigation history, outcomes, or procedural directions for appeals.

Requests for alternative compliance or disputes

• The AD text does not set out an internal appeal or alternative compliance request mechanism. Any operator disputing the AD’s applicability, or seeking an alternative means of compliance, would need to consider the broader CAR 1998 administrative mechanisms and CASA processes for approvals or relief, none of which are described in this AD text.

Limitations of the present source

• Because the AD as provided contains no litigation references, readers interested in enforcement history, successful appeals, or judicial interpretation must consult administrative enforcement records, CASA files, or court/tribunal databases outside the text. The AD itself provides no litigation narrative.

Applicability nuances and potential misreads

• Applicability exclusion by production mods and SBs: The applicability clause excludes aircraft "with Airbus Industrie modification 28903 or 30044 in production or Service Bulletin A320-32-1213 in service." Operators must confirm both production modification status and in-service SB accomplishment. Confusion can arise if records are incomplete or if the terminology "in production" versus "in service" is misinterpreted; the AD text uses those exact phrases and they should be read literally (Applicability).

• Requirement 1 applicability ambiguity resolved earlier: The AD notes that Amendment 3 "clarified Requirement 1 applicability" (Background). Historical documents or older copies of this AD might contain a different scope for Requirement 1, so practitioners should rely on the current amendment text to determine whether a given aircraft is covered.

Multiple timing thresholds that can interact in unexpected ways

• "Whichever occurs later" and "whichever occurs first" rules: The Compliance section contains mixed timing formulations. For the inspection thresholds at Compliance 2, three alternative triggers apply "whichever occurs later": (a) within 30 months from entry into service or before 2,000 flights, whichever occurs first; or (b) within 15 months or before 1,000 flights from accomplishment of SB A320-32-1119 or gear replacement; or (c) within 500 flights from 26 March 1998. The interplay of "whichever occurs later" (framing the three thresholds) with internal "whichever occurs first" and fixed past dates (26 March 1998) can lead to complex calculations for aircraft with varying entry dates and maintenance histories. Operators must compute the applicable trigger precisely to avoid missing a deadline (Compliance 2).

• Legacy inspection windows preserved: The AD states "The Compliance times of the previous issue of this Directive remain unchanged for this issue" (Compliance note). That creates a potential trap if operators assume the amendment relaxes prior deadlines; it does not do so except where explicitly stated.

Multiple Service Bulletin revisions accepted, but not all revisions

• Revision specificity: The AD accepts specific revisions of SBs, for example SB A320-32-1119 "original issue or Revision 1" and SB A320-32-1213 "original issue, Revision 1 or Revision 2". If an operator attempts to comply using a later unreferred revision, that may not be within the literal terms of the AD. Operators must match the accepted SB revisions to meet the AD’s express requirements (Requirement).

Terminating action requirement is bilateral

• Terminating action requires SB A320-32-1213 on both left and right MLGs: Note 1 states the terminating action is the accomplishment of SB A320-32-1213 on both left and right main landing gears. Accomplishing the SB on only one side does not terminate the inspection requirement; operators must ensure both legs are modified to remove recurring inspections.

Overlap of inspection and modification options

• Staged compliance permitted but carries ongoing obligations: If an operator elects the staged approach (SB A320-32-1119 plus inspections per SB A320-32-1187), recurring inspections are required at specified intervals until SB A320-32-1213 is incorporated. Choosing the staged approach shifts costs into ongoing inspection resource allocation, whereas electing SB 1213 converts the burden to a one-off modification cost. Operators should evaluate cost and scheduling implications rather than assuming staged compliance is less burdensome (Requirement, Note 1, Compliance 2).

References to prior inspection regimes

• AOT 32-17 interactions: Requirement 2a addresses MLG legs previously inspected under AOT 32-17 "before the issue of Amendment 1 of this Directive", and requires a bolt torque check per SB A320-32-1187. That means historical inspections under AOT 32-17 do not eliminate further follow-up action; specific torque checks may still be required depending on the timing of prior inspections.

Typographical corrections in amendments

• The AD notes typographical corrections made in earlier amendments and in Amendment 4 (Background). Practitioners should ensure they are reading the latest corrected text; older printed or offline copies may contain typographical errors that affect interpretation of compliance timing.

Record-keeping gap in the AD

• The AD specifies required actions and timings but does not spell out the precise form of records or the technical acceptance criteria beyond referencing SBs. Operators should ensure their maintenance records clearly document the SB references, revision numbers, and the exact dates and flight-cycle counts at which actions were performed to facilitate audit and inspection.

No explicit alternative compliance path in the AD text

• There is no explicit provision in the AD text providing an alternative means of compliance or a process to seek one. Operators seeking an alternative solution must rely on general CAR 1998 mechanisms external to the AD.

Step 1 , Confirm applicability and fleet status

• Review each aircraft’s maintenance and modification history to determine whether it already has Airbus production modification 28903 or 30044, or whether SB A320-32-1213 has already been accomplished in service. The AD applies only to aircraft without those production modifications or the SB in service (Applicability).

Step 2 , Choose a compliance path

• Two mutually recognised paths are set out in the AD:
  1. Staged approach: Modify the forward pintle pin cross bolt per SB A320-32-1119 (original or Rev 1) and commence/apply the inspection programme defined in Requirement 2 (detailed visual inspections per SB A320-32-1187), repeating inspections per Compliance 2 until terminating modification is done (Requirement 1, Requirement 2, Note 1).
  2. Terminating modification: Modify the forward pintle pin cross bolt per SB A320-32-1213 (original, Rev 1 or Rev 2) on both left and right MLGs. Achieving this on both legs terminates the repeat inspection requirement (Requirement 1, Requirement 3, Note 1).

Step 3 , Schedule actions in conformity with Compliance thresholds

• For Model A320 aircraft subject to Requirement 1, modify before the accumulation of 20,000 flights or during the next main landing gear overhaul, whichever occurs first (Compliance 1).

• For inspections under Requirement 2, apply the threshold schedule stated at Compliance 2. The three thresholds are to be applied and the latest applicable is the controlling deadline, with repeat inspections every 15 months or 1,000 flights thereafter until the terminating SB is applied. Operators must calculate which of the three thresholds applies to each airframe and document that calculation.

• If an aircraft was inspected under AOT 32-17 before Amendment 1, perform the bolt torque check per SB A320-32-1187 within the specified times at Compliance 2a.

• Perform Modification per Requirement 3 "before 14 October 2005, or during the next main landing gear overhaul, whichever occurs later" for the stated cohort (Compliance 3).

Step 4 , Execute inspections and corrective actions exactly per SBs

• Perform the detailed visual inspections of left and right forward pintle pin cross bolts in accordance with SB A320-32-1187. Where the SB specifies corrective actions, apply them. For legs previously inspected under AOT 32-17, make sure the SB A320-32-1187 torque checks are carried out as required (Requirement 2, Requirement 2a).

• Ensure the maintenance organisation performing the work follows the SB procedural steps, defined acceptance criteria and any parts or torque value specifications. The AD mandates the SBs as the applicable instructions (Requirement).

Step 5 , Record work with SB revision fidelity

• Record the accomplishment of each required SB action, including the exact SB identification and revision used (for example SB A320-32-1213 Revision 2), dates of work, and flight-cycle and hours at accomplishment. The AD accepts specific SB revisions as compliant; therefore records should reflect the revision used to permit regulatory verification (Requirement).

Step 6 , Verify terminating action and adjust maintenance programme

• Once SB A320-32-1213 has been accomplished on both left and right MLGs, annotate the maintenance programme and records to reflect that the recurring inspection requirement under this AD has been terminated (Note 1). Ensure this is reflected in the continuing airworthiness records and any operator's maintenance programme documentation that references AD-driven inspection requirements.

Step 7 , Use overhaul scheduling where permitted

• Where compliance timing allows deferral "during the next main landing gear overhaul" (Compliance 1, Compliance 3), coordinate with overhaul providers to include the modification work in the planned overhaul sequence. Ensure that the work is completed within the AD’s allowed window and that records tie the modification to the overhaul event as required.

Step 8 , Coordinate with regulators and document compliance

• Maintain documentation to demonstrate the compliance path chosen and the dates and methods used. Because the AD is issued under CAR 1998 Part 39, have readily accessible records showing compliance for CASA inspection and audit purposes. Where applicable, reconcile the CASA AD requirements with any DGAC ADs or foreign authority requirements cited in maintenance records and continuing airworthiness management processes (Note 2).

Step 9 , Maintain vigilance for SB revision permissions and AD updates

• Confirm that the SB revision used is one of the revisions accepted by the AD text. Amendment 4 introduced later revisions of SB A320-32-1119 as acceptable; use only the SB revisions identified in the AD unless and until CASA issues further amendments or accepts additional revisions. Track CASA AD amendments and Airbus SB releases because amendment history shows the AD has been revised over time (Background, Amendment notes).

Step 10 , Ensure organisational capability and parts availability

• Make sure maintenance staff and organisations are able to perform the specific tasks identified in the SBs, including any special tooling, parts supply or torque testing equipment. Plan parts procurement and schedule maintenance slots to mitigate aircraft downtime, and ensure that the organisation’s maintenance release and certification processes capture the SB work and any corrective actions completed.

Concluding procedural note

• The AD provides two central compliance options and precise timing windows tied to flight cycles and overhaul events (Requirement, Compliance). Operators should document the chosen path, complete SB-specified actions, and retain the records necessary to demonstrate conformity with the AD. Where uncertainty exists about the proper interpretation of timing thresholds or applicability, operators should consult CASA under the CAR regulatory framework for clarification because the AD text itself does not provide an internal alternative compliance procedure.