Scope and affected items: The AD identifies four model types , PA28R-180, PA28R-200, PA28R-201 and PA28R-201T , and specifies precise serial number ranges for each model that fall within the directive’s scope. The AD enumerates multiple serial-number blocks (for example, PA28R-180 serials 28R-30002 through 28R-31135, and 28R-7130001 through 28R-7130013; see the serial lists in the opening lines of the instrument). These serial-range specifications limit the application of the mandatory measures to the listed airframes.

Immediate action and inspection method: The core mandatory action is removal and inspection of both left and right main gear side brace studs, using fluorescent penetrant inspection (FPI) or magnetic particle inspection (MPI). The AD explicitly prescribes those two NDT techniques as the inspection methods to detect cracking.

Remedy alternatives and termination of repetitive inspections: If cracks are found, the AD provides two alternatives. One is installation of a new bracket assembly (P/N 95643-06/07/08/09), after which “No repetitive inspection will be required.” The other is rework of the existing bushings to an inside-diameter tolerance of 0.624-0.625 inch, chamfering of the head side of the bushing, and installation of a 5/8 inch stud (P/N 78717-02); where this is accomplished on both sides, “No repetitive inspections will be required by this Airworthiness Directive.” The AD also instructs that if the bushings cannot be reamed in situ (i.e. the bushings are loose), then the bracket assembly must be installed instead.

Parts availability and identification: The AD contains a field-identification method: removal and measurement of shank diameter can identify whether a P/N 95299-00 or 95299-02 stud is installed; if the shank measures 5/8 inch, then P/N 78717-02 is installed. The AD further states that P/N 95299-00 or 95299-02 studs “are no longer manufactured,” which explains the specified corrective paths.

Specific dimensional and machining requirements: For certain aircraft that may be equipped with a specific bracket casting (casting number 67073-2 or 67073-3), the AD gives three discrete modification steps required to install P/N 78717-02 correctly: reduce stud length to 1.688 ± 0.15 inches; add additional rolled threads to 1.125 ± 0.015 inches from the flange (and notes the stud heat treatment at 180-200 ksi); and drill an additional roll pin hole 90 degrees to the existing hole, approximately 1.480 inches from the flange. These are prescriptive engineering changes required for fit and retention in particular castings.

Reference to prior FAA action and background risk: The AD refers to FAA AD 97-01-01 R1 Amdt 39-10864 (Note 2). The background statement records that the FAA received reports of side brace stud cracks and seven incidents of main landing gear collapse; the stated safety objective is to prevent a main gear collapse that “could result in loss of control of the aircraft during landing operations.” Amendment 1 explicitly allows the bushing reaming alternative.

Timing and recurrence: The compliance paragraph sets initial and recurring inspection intervals: within 100 hours TIS after 4 January 1996 and thereafter at intervals not to exceed 500 hours TIS. The AD also states that the original compliance times are unchanged by this amendment.

Documentation and depiction: The AD provides a Figure 1 to depict the area of the sidebrace stud to be inspected, while noting that the figure “is not intended to represent the configuration of all models affected,” indicating visual guidance only and not a universal configuration reference.

Aircraft owners and operators: The immediate, primary burden falls on owners and operators of the listed Piper PA-28R airframes identified by model and serial number. The Directive requires physical removal and inspection of the main gear side brace studs on both left and right sides of each affected aircraft, and where cracks are found, corrective work or parts replacement. These are actions normally carried out under maintenance programmes and paid for by the aircraft operator or owner.

Maintenance organisations and licensed engineers: The AD directs that the removal and corrective work be performed “in accordance with the instructions contained in the Landing Gear section of the maintenance manual.” That places procedural responsibility on whoever undertakes maintenance , licensed aircraft maintenance engineers, approved maintenance organisations and their supervising engineers , to apply the maintenance manual procedures and to perform the specified NDT (fluorescent penetrant or magnetic particle inspection). The AD’s technical instructions (reaming tolerances, chamfering, thread rolling, drilling locations and dimensions) create specific, measurable tasks for maintenance personnel.

Parts suppliers and fabricators: The AD states that certain original stud part numbers (95299-00, 95299-02) “are no longer manufactured.” That affects parts provisioning and supply chains, because when cracks are found operators must either install a listed bracket assembly (P/N 95643-06/07/08/09) or rework bushings to accept a P/N 78717-02 stud. Suppliers of the listed bracket assemblies and of P/N 78717-02 (or CASA approved equivalent parts) will therefore be directly implicated in supplying replacement hardware. The AD explicitly allows “CASA approved equivalent part number” in the sentence describing termination of repetitive inspections when a P/N 78717-02 (or CASA approved equivalent part number) is installed.

Regulators and oversight bodies: The instrument is signed by the Delegate of the Civil Aviation Safety Authority (CASA) and was notified in the Commonwealth of Australia Gazette. CASA (through its delegate) imposed the requirement and amendment. The AD also references FAA AD 97-01-01 R1, indicating cross-reference to FAA findings and actions. The regulator is the decision-maker who mandated the inspection and corrective options, and recorded the effective dates.

Operators planning maintenance schedules and flight operations: The compliance timing , initial inspection within 100 hours time in service after 4 January 1996 and subsequent intervals no more than every 500 hours , forces operators to alter maintenance scheduling to accommodate these inspections. Aircraft that cannot meet the inspection window may be grounded until compliant work is performed. The AD requires the actions on both left and right sides; a single cracked stud triggers corrective replacement or modification on both sides only in relation to termination of repetitive inspections, but the initial inspection and any necessary replacements are bilateral in scope (both studs identified and treated as required).

Engineers who perform NDT: The AD prescribes specific NDT methods (FPI or MPI). These are specialist skills and typically require trained personnel, adequate facilities and consumables. The AD therefore affects those responsible for providing NDT capability.

Financial stakeholders: Owners, operators and their insurers shoulder the direct costs of inspections, NDT, parts, possible machining or bracket assembly installation, and associated downtime. Where parts are no longer manufactured, operators may be required to adopt the specified alternative which may influence parts-cost inflation and lead times.

Duties , inspect and act: The primary duty imposed by the AD is to remove both the left and right main gear side brace studs and inspect each stud for cracks by fluorescent penetrant inspection or magnetic particle inspection, “in accordance with the instructions contained in the Landing Gear section of the maintenance manual” (Requirement). If a main gear side brace stud is found to be cracked, the AD mandates replacement of the cracked stud with an “approved serviceable part in accordance with the instructions contained in the Landing Gear section of the applicable maintenance manual.” Those are specific, mandatory maintenance duties.

Duties , corrective pathways and dimensions: Where the original studs (P/N 95299-00 or 95299-02) are no longer manufactured, the AD requires either installation of a new main gear side brace stud bracket assembly (P/N 95643-06/07/08/09) or reaming and rework of existing bushings and installation of P/N 78717-02 studs. The AD prescribes precise dimensions for the bushing reaming (0.624-0.625 inch inside diameter), chamfering of the head side and acceptable machining/modification steps for specific bracket castings (reduce stud length to 1.688 ±0.15 in; add rolled threads to 1.125 ±0.015 in from the flange; drill an additional roll pin hole 90 degrees to the existing hole approx 1.480 inches from the flange; note the stud heat treatment at 180-200 ksi).

Duties , bilateral completion to terminate inspections: The AD conditions the end of repetitive inspection obligations on performing the corrective action “on both the left and right bracket assemblies.” The duty therefore includes ensuring that both sides are compliant before relying on the AD to cease recurring inspections.

Duties , timing of inspections: The AD sets time limits: initial compliance “within the next 100 hours time in service after 4 January 1996” and thereafter at intervals “not to exceed 500 hours time in service.” Those inspection timing duties are explicit.

Rights and clarifications in the text: The AD permits use of a “CASA approved equivalent part number” when referring to P/N 78717-02 and the bracket assemblies. This gives operators a procedural avenue to seek approval for equivalent parts from the regulator, rather than being strictly limited to the exact manufacturer part numbers in every case. The AD also supplies a field-identification method: removing and measuring stud shank diameter to identify whether a P/N 95299-00/95299-02 or a P/N 78717-02 stud is present. The AD additionally clarifies that Figure 1 is provided for depiction only and “is not intended to represent the configuration of all models affected,” which is a limited right to rely on the figure only as a guide.

Procedural obligations in maintenance manuals: Several requirements are explicitly tied to the instructions in the applicable Landing Gear section of the maintenance manual. That delegates procedural detail to the existing maintenance manual for the model, rather than restating the complete maintenance steps in the AD. Practitioners therefore must follow both the AD and the relevant maintenance manual instructions.

No penalty text included: The AD itself does not set out monetary fines, suspension terms or criminal penalties. It is an operational regulatory instrument specifying inspection and corrective measures, with effective and compliance dates, but it contains no express penalties in the text provided.

Text provided and limits: The AD text supplied does not specify any monetary penalties, enforcement powers, or sanctions for non‑compliance. The Directive lays out mandatory inspection and corrective actions, precise compliance timing, and the effective date, and it notes the instrument was signed by the CASA Delegate and notified in the Commonwealth of Australia Gazette. The AD records these administrative facts but does not itself set out enforcement mechanisms or penalties.

Regulatory provenance and effect: The AD is authored and signed by a CASA delegate and the notice of the AD’s Gazette publication is included (“The above AD is notified in the Commonwealth of Australia Gazette on 14 August 2002”). That shows the regulatory source and that the AD was made public through official channels. The AD also references FAA AD 97-01-01 R1 Amdt 39-10864 (Note 2), indicating a cross-reference with an FAA instrument, which can be material for compliance interpretation and international operator obligations.

What the text requires in practice: Given the AD’s mandatory language , “Requirement: Remove both the left and right main gear side brace studs...and inspect...”, and the prescriptive corrective instructions , operators and maintenance organisations are required to carry out the actions within the specified timings. The AD sets out the specific technical steps to be followed for identification, inspection, rework, and replacement. It also sets out the means to terminate repetitive inspections by completing a prescribed modification on both sides.

What is not in the text: The AD does not describe how CASA will enforce the requirement, what sanctions might follow for non‑compliance, or whether any particular approvals are required beyond references to “approved serviceable part” or “CASA approved equivalent part number.” The AD likewise does not specify record-keeping requirements, continuing airworthiness documentation changes, or post‑work airworthiness certification steps such as release to service entries. Any enforcement or sanctioning consequences would need to be derived from the broader statutory framework or from CASA procedures outside this AD text; these are not included in the supplied instrument.

Implication for operators: Practically, because the AD prescribes a safety-significant inspection and remedial work (and because it was gazetted and signed by a CASA delegate), operators should treat it as a binding compliance obligation. The AD gives inspection intervals and definitive corrective options; however, practitioners must consult the wider regulatory framework, their approved maintenance organisation procedures, and CASA guidance for the formal enforcement and rectification processes, as such processes are not described in this AD text.

Reference to FAA AD and cross-jurisdictional context: The AD explicitly refers to FAA AD 97-01-01 R1 Amdt 39-10864 (Note 2). That indicates that the CASA instrument is aligned with or cognisant of prior regulatory action by the U.S. Federal Aviation Administration. The presence of the FAA reference suggests that operators who are also subject to FAA oversight, or whose maintenance actions must account for FAA ADs, will find the two instruments relevant to the same technical issue. The AD itself, however, does not state legal hierarchy or conflict-resolution procedures between CASA and FAA instruments; it simply acknowledges the FAA AD.

Maintenance manual integration: The Directive repeatedly requires actions “in accordance with the instructions contained in the Landing Gear section of the maintenance manual.” That creates an operational interaction between this AD and the aircraft manufacturer’s maintenance documentation. Compliance therefore requires adherence to both the AD and the applicable maintenance manual instructions. The AD does not amend the maintenance manual itself; it prescribes actions to be executed via the manual procedures.

Parts approvals and CASA equivalence: The AD allows the use of “CASA approved equivalent part number” for the P/N 78717-02 and the bracket assembly part numbers when describing conditions that eliminate repetitive inspection obligations. That explicitly ties the AD to CASA’s part-approval or equivalency processes. Operators wishing to use an equivalent part must obtain CASA approval under whatever part‑approval mechanisms CASA operates; the AD does not itself create an approval mechanism but defers to CASA approval as the relevant administrative instrument.

Statutory enforcement and broader regulatory regime: The AD does not set out penalties or enforcement mechanisms. Enforcement, penalties for non-compliance, certification of maintenance work, and continued airworthiness responsibilities are governed by broader aviation statutes and CASA regulatory instruments. The AD’s wording , mandatory inspection and remedial steps with compliance times and effective dates , places these duties within the wider aviation safety regulatory framework, but the AD itself does not make explicit references to specific statutory provisions outside CASA and the FAA reference.

Interplay with maintenance organisation approvals: The AD’s reliance on maintenance manual instructions and on the use of specific NDT methods (FPI or MPI) implies that maintenance organisations must carry out these tasks within the scope of their approvals and authorised capabilities. The AD does not alter approvals but operates alongside them: the maintenance manual and existing approvals govern who may perform the required work.

International operations and exportability: The AD’s explicit cross-reference to FAA material and the use of part numbers that may have international manufacture/availability implications means operators engaged in international operations or transfers of ownership will need to coordinate AD compliance with importing authorities or registries. The AD text itself does not address import/export or deregistration implications.

No conflict-resolution text: The AD does not contain clauses on precedence in the case of conflicting documents or subsequent amendments. Practitioners must therefore rely on the usual regulatory conventions or seek CASA guidance where conflicts arise between this AD and other documents or later ADs.

Chronology in the instrument: The AD records an original issue and at least one amendment. The original issue of the Airworthiness Directive became effective on 4 January 1996. This document is an amendment (labeled “Amdt 1”) and the amendment became effective on 5 September 2002. The signature block records that the amended AD was signed by David Alan Villiers, Delegate of the Civil Aviation Safety Authority, on 23 July 2002, and that the AD was notified in the Commonwealth of Australia Gazette on 14 August 2002.

Content of the amendment: Amendment 1 expressly allows an additional corrective alternative: reaming the existing two-piece bushings to an inside diameter of 0.624-0.625 inch, chamfering the head side of the bushing to accommodate the radius in the stud shank, and installing the 5/8 inch stud P/N 78717-02. The AD states that “Amendment 1 allows reaming of the existing bushings as an alternative to replacing certain bushings.” The original compliance times were retained and are “unchanged by this amendment.”

Original AD purpose and continuity: The background paragraph explains that the FAA had received reports of main gear side brace stud cracks and seven associated incidents of main landing gear collapse; the original AD’s purpose was “to prevent a main gear collapse caused by main gear side brace stud cracks.” The amended AD retains that safety objective while adding the reaming alternative as a practicable corrective measure.

Notational references and lineage: Note 2 of the AD explicitly refers to FAA AD 97-01-01 R1 Amdt 39-10864, indicating the amended AD sits in a lineage of related foreign regulatory action. The AD’s text thus both preserves the original timings and modifies technical remedy options.

No further amendments included: The supplied instrument contains only the original AD and its first amendment (Amdt 1). There are no additional amendments, supersessions or revocations included in the supplied text. The AD does not state an expiration or sunset date; instead, it sets recurring inspection intervals (every 500 hours) unless the prescribed corrective measures are completed on both sides, in which case repetitive inspections under this AD are discontinued.

Publication and effectuation: The sequence of signing (23 July 2002), Gazette notification (14 August 2002), and the amendment’s effective date (5 September 2002) documents the administrative steps taken to amend and promulgate the AD. The AD explicitly retains the original compliance times while introducing the reaming alternative.

Textual limits: The AD text supplied contains no references to litigation, judicial review, case names, appeals, enforcement proceedings or any legal disputes arising from the AD itself. It records administrative facts (delegate signature, Gazette notification) and cross-references to an FAA AD, but it does not record any litigation history.

No cases cited in this document: The instrument does not name any court decisions or administrative appeals. It does not suggest that the AD has been contested, stayed, or the subject of any judicial proceeding. The document likewise contains no references to compensation claims, product-liability suits, or insurance litigation linked to the seven incidents of main landing gear collapse mentioned in the background.

Implication for practitioners: Because the document does not include litigation history, practitioners seeking information on any disputes, precedent or judicial interpretation arising from this AD must consult external legal databases, CASA enforcement records, or case law repositories. The AD itself is silent on any legal challenges or outcomes, and no internal commentary in the instrument supplies such detail.

Recommended next steps if litigation history is required: The AD’s reference to FAA AD 97-01-01 R1 suggests a parallel line of FAA action; for a complete litigation picture, researchers should check FAA records and any public enforcement or litigation records held by CASA, noting that such searches fall outside the content of the AD supplied here. The AD provides no pointer to litigation or dispute resolution trajectories within its text.

Parts no longer manufactured: The AD explicitly states that part numbers 95299-00 or 95299-02 “are no longer manufactured.” Practitioners should not assume replacement availability for those original studs; instead, the AD requires either installation of a new bracket assembly or reworking existing bushings to accept a 5/8 inch stud P/N 78717-02. The absence of original parts affects sourcing, lead times and cost.

Field identification nuance: The AD’s Note 1 allows identification of the stud part number by removing the stud and measuring the shank diameter. The AD instructs that if the shank measures 5/8 inch in diameter, a P/N 78717-02 is installed. That requires physical removal for positive identification; visual inspection alone may not suffice.

In-situ reaming caveat: The alternative corrective action allows reaming the existing two-piece bushings “to an inside diameter of 0.624 inch to 0.625 inch,” but the AD expressly warns: “If the bushings cannot be reamed while installed in the bracket (i.e., the bushings are loose), then install a main gear side brace bracket assembly.” That is a practical constraint: loose bushings cannot be reamed in-situ and thus force the operator down the bracket-installation route.

Bilateral requirement to terminate inspections: The AD’s condition for ceasing repetitive inspections is that the P/N 78717-02 or a bracket assembly be installed “on both the left and right sides.” Installing a compliant part on one side alone does not terminate the requirement. Operators must ensure both sides comply before treating the aircraft as no longer subject to repetitive inspections under this AD.

Dimensional and machining precision: The AD prescribes tight dimensional tolerances for the reaming (0.624-0.625 in), stud length reduction (1.688 ±0.15 in), rolled thread distance (1.125 ±0.015 in from the flange) and roll pin hole location (approx 1.480 in from the flange, and 90 degrees to the existing hole). These figures are engineering-critical; machining to looser tolerances could result in improper fit or unintended stress concentrations. The AD also notes the stud heat-treatment (180-200 ksi) which affects in-house modification feasibility.

Figure limitations: The AD supplies a Figure 1 that “depicts the area where the sidebrace stud is to be inspected” but clarifies it “is not intended to represent the configuration of all models affected.” Maintenance personnel should therefore not rely on the figure as a universal fit diagram.

Timeline arithmetic and retroactive compliance window: The compliance time is stated as “within the next 100 hours time in service after 4 January 1996.” The AD amendment date is 5 September 2002, but the compliance window nominally references the 1996 anchor. This indicates the AD’s original times were preserved by the amendment. Practitioners working from an aircraft that has not complied since the original AD must interpret the compliance instruction as an initial inspection that was to be done within that earlier window, and then at intervals not to exceed 500 hours thereafter; the AD emphasizes the original compliance times are unchanged.

No enforcement details in-text: The AD does not specify enforcement mechanisms, record-keeping or how CASA will verify compliance. That requires operators to consult CASA’s broader regulatory framework for compliance confirmation processes.

CASA equivalence approvals required: The AD repeatedly allows “CASA approved equivalent part number” for the P/N 78717-02 and bracket assemblies. Operators cannot unilaterally declare a part equivalent; they must obtain CASA approval. Failure to obtain regulator approval may mean the AD’s termination-of-inspection condition is not accepted.

Specific serial-number exceptions and modifications: Certain serial-number ranges and bracket casting numbers trigger additional modification work on the stud before installation. For example, PA-28R-180 serials 28R-30004 through 28R-31270 and specific PA-28R-200 serials “may be equipped with a bracket casting identified with casting number 67073-2 or 67073-3 and may require the following modification to P/N 78717-02 for proper installation.” Operators must check casting numbers and serials carefully; otherwise incorrect stud fitment could result.

Technical expertise required: The AD specifies NDT methods (FPI or MPI) and machining steps that require specialised skills and tooling. Operators should not treat these as generic maintenance tasks and must ensure appropriately qualified personnel and facilities are used.

No record-keeping guidance: The AD requires the action but does not specify how compliance should be recorded in maintenance logs or continuing airworthiness records. Good practice requires contemporaneous logbook entries and documentation for CASA audit or transfer-of-ownership processes, but the AD does not mandate the format or content.

Step-by-step actions drawn from the AD text:

1. Identify applicability: Confirm the aircraft model and serial number fall within the ranges listed in the AD. The AD lists specific serial numbers for PA28R-180, PA28R-200, PA28R-201 and PA28R-201T models in the opening lines. Do not assume applicability beyond those ranges.

2. Schedule inspection: Arrange removal and inspection of both the left and right main gear side brace studs within the AD timeline. The AD prescribes compliance “within the next 100 hours time in service after 4 January 1996,” and thereafter inspections at intervals not to exceed 500 hours time in service. If you are catching up after the original window, treat the AD as requiring an immediate inspection and then schedule follow-ups every 500 hours until a terminating action is completed.

3. Perform removal and NDT: Remove both main gear side brace studs from the aircraft “in accordance with the instructions contained in the Landing Gear section of the maintenance manual” and inspect each stud for cracks using fluorescent penetrant inspection (FPI) or magnetic particle inspection (MPI), as specified in the AD’s Requirement paragraph.

4. Identify stud part number: If needed, remove the stud and measure the shank diameter to determine whether it is P/N 95299-00, P/N 95299-02 or P/N 78717-02. The AD instructs that if the shank measures 5/8 inch in diameter, a P/N 78717-02 main gear side brace stud is installed (Note 1).

5. If studs are not cracked: Follow the ongoing inspection schedule as directed , recurring inspections at intervals not to exceed 500 hours TIS , unless you choose and perform a terminating action on both sides as described below.

6. If any stud is cracked: Replace the cracked stud with an approved serviceable part per the applicable maintenance manual instructions. Because P/N 95299-00 and P/N 95299-02 are stated to be no longer manufactured, you must implement one of the two terminating corrective options described in the AD:

   a. Install bracket assemblies: Install a main gear side brace stud bracket assembly, P/N 95643-06, 95643-07, 95643-08, or 95643-09, as applicable. The AD states that when this bracket assembly is installed on both the left and right sides, “No repetitive inspection will be required for these affected aircraft models.”

   b. Ream and re-stud: Ream the existing two-piece bushings in the bracket to an inside diameter of 0.624-0.625 inch, chamfer the head side of the bushing to accommodate the radius in the shank of the P/N 78717-02 stud, and install a 5/8 inch stud, P/N 78717-02. When this action is accomplished on both the left and right bracket assemblies, “No repetitive inspections will be required by this Airworthiness Directive.” If the bushings cannot be reamed while installed in the bracket (i.e., they are loose), the AD mandates installation of the bracket assembly option instead.

7. For specific castings and serials: If your aircraft is within the serial-number ranges noted as “may be equipped with a bracket casting identified with casting number 67073-2 or 67073-3” (examples include PA-28R-180 serials 28R-30004 through 28R-31270 and certain PA-28R-200 serials), then before installing a P/N 78717-02 stud you must perform the following modifications to the stud for proper installation: (i) reduce the stud length to 1.688 ± 0.15 inches; (ii) add additional rolled threads to 1.125 ± 0.015 inches from the flange, noting the stud is heat treated to 180-200 ksi; and (iii) drill an additional roll pin hole 90 degrees to the existing hole and approximately 1.480 inches from the flange. Ensure qualified machinists and appropriate heat-treatment processes are used where applicable.

8. Use approved parts or CASA equivalence: When replacing studs or installing bracket assemblies, use the specified part numbers or “CASA approved equivalent part number,” as the AD permits CASA-approved equivalents. Do not assume equivalence without regulatory approval.

9. Apply maintenance manual procedures: All removal, inspection, replacement, reaming, chamfering, machining and installation work is to be performed “in accordance with the instructions contained in the Landing Gear section of the applicable maintenance manual.” Cross-reference the AD-prescribed dimensions and tolerances with the maintenance manual procedures and the aircraft’s engineering data.

10. Ensure bilateral completion before terminating inspections: The AD’s termination of repetitive inspections is conditional on performing the chosen corrective action on both left and right bracket assemblies. Verify both sides have been completed before removing the aircraft from the 500-hour inspection cycle under this AD.

11. Document the work: Although the AD does not specify record-keeping format, best practice is to log the inspection results, part removals, measurements, any machining performed (with dimensions and tolerances recorded), replacement part numbers (or CASA approved equivalents), and the identity and signatures of the licensed maintenance personnel or organisation that completed the work. Retain supporting NDT reports for audit and continuing airworthiness records.

12. Seek CASA approvals where required: If you intend to use an “equivalent” part number, obtain CASA approval for that equivalent part before relying on the AD’s statement that a CASA-approved equivalent installed on both sides will end repetitive inspection obligations.

13. If in doubt, consult CASA and the maintenance manual: The AD’s language ties actions to the maintenance manual and to CASA-approved equivalency. When questions arise about part fitment, machining tolerances, or the acceptability of in-situ reaming, consult CASA and the maintenance manual procedures, and use qualified maintenance engineers and NDT technicians.

14. Monitor for further ADs or amendments: The AD notes a prior FAA AD and itself is an amendment. Operators should monitor for subsequent ADs or amendments that may change applicability, corrective options, or compliance periods; the AD does not itself indicate a sunset, so continued monitoring is prudent.

Following these steps, performed by appropriately authorised personnel and with CASA-approved parts or approvals where required, will meet the technical requirements set out in the AD text.