AD/EMB-110/13 Amdt 7 - Rudder Upper Hinge Support

This AD rests on a small number of discrete technical and regulatory concepts that determine scope and action.

Applicability: The AD applies to a defined list of Embraer EMB-110 serial numbers. The list is explicit and granular, with inclusive ranges and specific serial numbers set out under the header “Applicability: All models S/Nos …” in the provided table. Operators need to match aircraft serial numbers exactly to that list to determine whether the AD applies to an aircraft.

Normative service bulletin: The AD makes compliance conditional on acting “in accordance with Embraer Service Bulletin 110-055-0017 Rev 04.” That is a normative incorporation by reference. Requirement 1 is expressed as “Action in accordance with Embraer Service Bulletin 110-055-0017 Rev 04.” The AD therefore delegates technical detail to the service bulletin and requires adherence to that revision.

Focused part and defect area: The inspections target the rudder upper hinge bracket, part number 4A-3441, with particular attention to the areas under and around the bolt supporting flange. The AD specifies both a non-destructive inspection technique (dye penetrant) when the rudder is removed and a detailed visual inspection alternative when the rudder remains in situ.

Inspection options and conditional periodicity: The AD gives two inspection routes for Requirement 2: 2(a) dye penetrant with the rudder removed and 2(b) visual inspection with the rudder in situ. Each route has its own initial compliance timing and repeat periodicity, linked to scheduled maintenance categories: C type inspection repeats for Requirement 2(a) and B2 type inspection repeats for Requirement 2(b). Requirement 1 itself has Part I and Part II timing and links repetition of Part II to each C type inspection until modified by Part III of the service bulletin.

Amendment history as procedural signal: The AD records a sequence of amendments and the reasons given for each. The “Background” text states that cracks were reported to the manufacturer, that Amendment 3 followed further cracking attributed to rudder installation problems and extended periodicity, that Amendment 4 introduced an inspection after three local reports of cracking, that Amendment 5 corrected anomalies and added the alternative visual inspection for Requirement 2(b), Amendment 6 aligned repeat intervals to scheduled inspections and included a 5% tolerance, and Amendment 7 aligned the AD with the latest service bulletin revision status. Those amendment notes signal the AD’s technical and procedural evolution.

Effective date and issuing delegate: The AD becomes effective on 5 August 2011 and is signed by a CASA delegate, Charles Lenarcic, dated 1 August 2011. That identifies the issuing authority and the date from which the AD’s requirements are operative.

Taken together these concepts mean the AD prescribes a narrowly focused inspection and compliance regime for a defined set of aircraft, relies on an externally authored service bulletin for technical procedure, and uses scheduled maintenance categories (B2, C) to set repetition intervals. The AD documents its own amendment trajectory and provides specific part-number focus and inspection technique choices.

The AD directly affects operators, owners, and maintenance organisations responsible for Embraer EMB-110 (Bandeirante) aeroplanes that fall within the serial-number list printed in the “Applicability” field. The table lists a combination of single serial numbers and inclusive ranges, for example S/Nos 110001 thru 110141, 110143 thru 110146, and a further set of discrete and ranged numbers up to 110480. Only aircraft whose serial numbers appear in that list are subject to the AD’s mandatory actions as set out in the directive text.

Maintenance organisations and licensed maintenance personnel are also directly affected because the AD requires technical inspections: either dye penetrant inspection with the rudder removed or a detailed visual inspection with the rudder in situ. The dye penetrant procedure implies removal of the rudder for Requirement 2(a), which will engage heavier maintenance planning and facilities; the detailed visual inspection alternative (Requirement 2(b)) can be carried out with the rudder in place and is tied to B2 type inspections. The AD’s alignment to a specific service bulletin revision means maintenance providers must obtain and implement Embraer Service Bulletin 110-055-0017 Rev 04.

Operators who have already complied with earlier issues of the directive or the service bulletin must note the AD’s statement that “The compliance times of the previous issue of this Directive are as stated.” That phrase indicates the AD preserves the previously established compliance timing, and therefore operators who have taken the previously required actions must reconcile prior compliance records against the AD’s current requirements and the service bulletin revision.

Manufacturers and suppliers of the rudder upper hinge bracket P/N 4A-3441 are indirectly affected because the AD concentrates inspections on that part and the bolt supporting flange area. If inspections uncover cracks, replacement parts, repair capability, and parts availability become operational considerations, although the AD text does not itself set replacement or repair standards beyond requiring service-bulletin compliance.

Regulatory administrators and delegated personnel at the Civil Aviation Safety Authority are affected as the issuing authority. The AD is signed by a CASA delegate; any follow-up oversight, airworthiness directives tracking, and operator contact typically come from that agency. The AD’s amendment history and alignment with a service bulletin revision will be relevant to CASA’s internal recordkeeping and advisory duties.

The AD does not explicitly state other parties are affected. It does not name insurers, third-party maintenance providers, or specific contracting counterparties. Any impact on associated parties such as airport operators or flight crew is not detailed in the directive text; the document confines mandated actions to the aircraft, its parts, and the maintenance regime as specified.

Duties imposed by the AD are expressed as mandatory inspection and compliance requirements tied to the Embraer service bulletin and the specified inspection options in the AD’s Requirement table.

Primary duty: Operators must perform “Action in accordance with Embraer Service Bulletin 110-055-0017 Rev 04” (Requirement 1). The AD makes the service bulletin the normative procedure for the necessary actions; compliance is therefore measured against the technical steps and remediation instructions in that bulletin.

Inspection duties: For the rudder upper hinge bracket, P/N 4A-3441, operators must either:

• perform a dye penetrant inspection with the rudder removed, paying particular attention to areas under and around the bolt supporting flange (Requirement 2(a)); or
• perform a detailed visual inspection of both parts of the rudder upper hinge bracket with the rudder in situ, again paying particular attention to areas under and around the bolt supporting flange (Requirement 2(b)).

Timing duties: The AD sets initial and recurring timing obligations.

• Requirement 1, Part I: complete within 300 hours time in service after 7 June 1989 unless already accomplished.
• Requirement 1, Part II: complete within 300 hours time in service after 7 June 1989 and thereafter at each C type inspection until modified by Part III of the service bulletin.
• Requirement 2(a): initial dye-penetrant inspection within 600 hours time in service after 27 December 1990, thereafter at each C type inspection.
• Requirement 2(b): initial visual inspection within 300 hours time in service after 11 July 1991, thereafter at each B2 type inspection.

The AD places the duty to track and meet these hours-in-service thresholds on the operator; the AD itself uses those calendar-less, flight-time-based trigger points.

Right to use an alternative inspection technique: The AD, in its evolution, introduced the visual inspection alternative for Requirement 2(b) (as recorded under Amendment 5). That establishes an operator option between a more invasive dye penetrant inspection requiring rudder removal and a less invasive detailed visual inspection with the rudder in situ. The choice affects timing and inspection frequency, because the two options have different initial compliance dates and repeat intervals.

Duty to use the correct service bulletin revision: By specifying Rev 04 of Service Bulletin 110-055-0017, the AD requires compliance with that revision. That imposes a duty to obtain and follow the content of Rev 04 rather than an earlier or later revision.

Record and prior compliance recognition: The AD states that “The compliance times of the previous issue of this Directive are as stated.” That preserves prior compliance timing and implies that operators who already complied with earlier requirements must ensure their records meet the AD’s present obligations.

Rights and remedies: The AD text does not set out administrative appeal rights, extensions, or procedure for acceptable alternate methods of compliance beyond the inspection alternatives embedded in the AD and the incorporated service bulletin. The AD does not specify waiver mechanisms, but the presence of a service bulletin and an issuing authority signature implies CASA administers the AD, although the AD text provided does not detail how an operator would seek relief, an alternative method of compliance, or an extension. Any such rights or procedural mechanisms, if they exist, are not contained in the AD text itself.

In sum, the operator duty is to identify applicability by serial number, obtain Embraer Service Bulletin 110-055-0017 Rev 04, perform the specified inspections on P/N 4A-3441 focusing on the bolt supporting flange, and meet the AD’s hours-in-service timing and repeated inspection intervals tied to scheduled maintenance categories.

The AD text provided does not include explicit penalty provisions, monetary fines, or criminal sanctions within its wording. The document is drafted as an operational directive: it sets technical mandatory actions, compliance times and inspection techniques and states the effective date, but it does not itself set out an enforcement regime or specify penalties for non-compliance in the printed text.

The AD is issued and signed by a delegate of the Civil Aviation Safety Authority, Charles Lenarcic, and the presence of that issuing authority establishes the document as a regulatory instrument for airworthiness within the Australian aviation safety framework. The AD’s effective date is set as 5 August 2011. Enforcement, recordkeeping and follow-up inspection regimes typically fall under the purview of the issuing aviation authority; however, this specific AD text does not enumerate the administrative processes for monitoring compliance, the sanctions available for non-compliance, or the procedure for enforcement action.

Because the AD does not include penalty language, an operator seeking clarity on enforcement mechanics, the consequences of failure to comply, or available administrative remedies (for example applications for alternative methods of compliance or requests for extensions) would need to consult the issuing regulator’s general enforcement policies or other regulatory documents. The AD itself does not provide those cross-references or procedural steps in its contained text.

For immediate legal certainty, the AD’s text should be read as prescribing mandatory technical maintenance and inspection duties. The absence of explicit penalty text in the AD does not alter the directive’s mandatory nature; the issuing authority’s broader statutory powers and enforcement processes are outside the text and not discussed in the AD supplied here. Any practitioner needing precise information about enforcement tools, notice procedures, or penalty scales would therefore need to consult the relevant regulatory framework or contact the issuing authority, because the AD document does not contain those elements.

The AD interacts directly with the technical material produced by the airframe manufacturer, and implicitly with the broader airworthiness regulatory framework through the issuing authority, but the AD text itself contains only limited cross-references.

Primary technical interaction: The AD requires action “in accordance with Embraer Service Bulletin 110-055-0017 Rev 04.” This is an incorporation by reference of a manufacturer’s service bulletin into the AD as the operative technical standard. The AD therefore makes the service bulletin part of the compliance pathway for affected operators. Where the service bulletin contains Parts I, II and III, the AD references Part III as a potential modifier of the Part II periodicity: Part II is to be repeated “thereafter at each C type inspection; until modified in accordance with Part III of the Requirement document.” That indicates the service bulletin’s Part III, if it contains modification instructions, can alter the AD’s ongoing compliance regime for Part II.

Interaction with scheduled inspection classifications: The AD ties repeat inspection intervals to scheduled maintenance categories, specifically "C type inspection" and "B2 type inspection." That creates an operational link between the AD and an operator’s maintenance program classifications. Operators must therefore align AD-specified inspections with their existing scheduled inspection checkpoints. The AD also notes that Amendment 6 aligned repeat inspection intervals with existing scheduled inspections and included a 5% tolerance on inspection intervals. The AD text itself does not define the B2 or C classification, so users must read this AD alongside their maintenance system definitions for those inspection types.

Interaction with prior ADs and previous issues: The AD includes the sentence “The compliance times of the previous issue of this Directive are as stated.” That preserves previously mandated timing from earlier issues of AD/EMB-110/13; the AD therefore interacts with its own amendment history and prior AD versions. Operators must reconcile prior compliance actions that were taken under earlier AD issues with the obligations of this amended directive.

Absence of cross-references to statutory enforcement provisions: The AD does not quote or cite broader statutory instruments, enforcement rules, or penalty provisions. It is issued by the Civil Aviation Safety Authority delegate, which implies statutory authority, but the AD text does not itself state which legislative instruments empower the AD or how it fits into statutory enforcement processes. Consequently, the AD interacts with other laws (for example air navigation or aviation safety statutes) only implicitly; the text does not make those references explicit.

No cross-references to other equipment or parts requirements: The AD focuses on P/N 4A-3441 and does not reference other ADs, modifications, or parts outside this focus. If operators have related modifications or airworthiness approvals affecting the rudder upper hinge bracket, those interactions are not discussed in the AD text provided.

In summary, the AD’s explicit interactions are with the Embraer service bulletin it mandates, the operator’s scheduled inspection regime (B2 and C type inspections), earlier versions of the same AD, and implicitly with the issuing authority’s regulatory powers. The AD does not itself set out statutory citations, enforcement procedures, or references to other legislation.

The AD text records an amendment lineage and gives short explanations for several prior amendments. The chain culminates in Amendment 7, which is the present variation aligning the AD with Embraer Service Bulletin 110-055-0017 Rev 04. The AD includes a “Background” field that summarises the historic reasons for iterative changes and lists specific amendments and the content of those amendments.

Background and earlier amendments as stated:

• Initial problem report: The AD notes that “Cracks in the rudder upper hinge support structure have been reported to the manufacturer.” That statement is the original factual trigger identified in the AD text.
• Amendment 3: The AD records that Amendment 3 resulted from “further cracking due to rudder installation problems and also extended the periodicity.” That describes both a cause asserted for continued cracking (installation problems) and a programmatic response (extending inspection periodicity).
• Amendment 4: The AD text records that Amendment 4 “introduced an inspection of the rudder upper hinge brackets following three local reports of cracking.” That indicates a response of adding a specific inspection following three localised reports.
• Amendment 5: The AD notes Amendment 5 “was issued to correct anomalies in Requirement and Background information, and introduce an alternative visual inspection for Requirement 2 (b).” That amendment added the non-invasive visual inspection option for Requirement 2(b) and corrected textual anomalies.
• Amendment 6: The AD records that Amendment 6 “aligned the repeat inspection interval with existing scheduled inspections to include 5% tolerance on inspection intervals.” That amendment expressly linked AD repeat intervals to scheduled inspection points and appended a 5% tolerance allowance to inspection intervals.
• Amendment 7: The present amendment (Amendment 7) “is issued to align with the latest revision status of Embraer Service Bulletin 110-055-0017.” The AD thus formally updates the AD’s normative technical reference to the service bulletin’s current revision at the time of issue, Rev 04.

Effective date and signature for Amendment 7: The AD states “This Amendment becomes effective on 5 August 2011.” The document is signed by Charles Lenarcic, Delegate of the Civil Aviation Safety Authority, dated 1 August 2011. That fixes the administrative date sequence: the delegate signed on 1 August 2011 and the amendment became effective on 5 August 2011.

Earlier compliance dates retained: The AD includes compliance timetables that reference historical dates (7 June 1989; 27 December 1990; 11 July 1991) for initial compliance thresholds. The AD also expressly states that “The compliance times of the previous issue of this Directive are as stated,” indicating a continuity of timing elements through amendments. That sentence signals operators who complied under earlier versions must reconcile those actions with the current AD’s requirements.

The amendment notes are framed as the AD’s own explanation for why the AD evolved. They document a technical history tied to reported cracking, adjustments to inspection periodicity, the introduction of alternative inspection techniques, and administrative alignment of repeat inspections to scheduled maintenance checkpoints, culminating in the alignment to the latest service bulletin revision under Amendment 7.

The text of AD/EMB-110/13 Amdt 7 does not include any litigation history. There are no court decisions, appeals, or administrative review outcomes cited or recited within the directive as provided. The AD is an operational regulatory instrument: it describes inspections, compliance timings, applicability, and a concise amendment record, but it contains no references to legal proceedings, enforcement actions, or disputes adjudicated in court or tribunal.

Because the AD does not include litigation references, the directive gives no contemporaneous record of contested enforcement, declaratory relief, or judicial interpretation of its content or of the associated service bulletins. The absence of litigation material in the AD text does not mean that disputes have not occurred in practice, but the AD itself does not document any such cases or challenge outcomes.

For practitioners assessing potential legal exposure or enforcement risk, the AD text identifies some factual and interpretive nodal points where litigation or administrative challenge could conceivably arise, though the AD does not document any such instances. Those nodal points include the following (expressed as possible areas of contention based on the AD’s content rather than any recounted litigation):

• The precise application of the serial-number applicability list and whether a given serial number is included or excluded.
• The sufficiency of a detailed visual inspection (Requirement 2(b)) as an alternative to a dye penetrant inspection (Requirement 2(a)), particularly if a crack is discovered after an operator chose one route over another.
• The interpretation of “in accordance with Embraer Service Bulletin 110-055-0017 Rev 04” where an operator contends that an alternative method would achieve equivalent safety.
• The timeliness of compliance measured in hours time in service and its interaction with an operator’s logbook records and maintenance scheduling.

None of these potential points of contest are reflected as actual litigation in the AD text. The AD does not include any description of disputes, settlement outcomes, or judicial rulings. Therefore, an authoritative account of litigation arising from this AD is not present in the source material and cannot be supplied from it. Practitioners requiring litigation history must consult external legal databases or regulatory enforcement records, materials not included in the AD document provided here.

Several practical traps and points of potential misunderstanding are visible in the AD’s text and structure. These are concrete procedural and interpretive risks that arise from the AD’s phrasing, its reliance on an external service bulletin, and the historic timing references it retains.

Applicability precision: The serial-number applicability list is specific and detailed. Operators must match aircraft serial numbers precisely to the list. Misreading inclusive ranges or missing an isolated serial number could lead to a mistaken view that an aircraft is exempt or covered. The AD does not provide guidance on serial-number interpretation rules beyond listing ranges and discrete numbers.

Normative dependence on the service bulletin revision: The AD requires action “in accordance with Embraer Service Bulletin 110-055-0017 Rev 04.” That makes Rev 04 the binding technical standard for Requirement 1 and likely contains the procedural detail for Parts I, II and III. A common error would be relying on an earlier or different revision of the service bulletin, so operators must confirm they have Rev 04 and apply it exactly as written.

Ambiguity about Part III modifications: Requirement 1 ties Part II periodicity to “until modified in accordance with Part III of the Requirement document.” This means Part III may contain modification instructions that change ongoing obligations; operators must read the service bulletin’s Part III to determine whether further modification requirements or alternative pathways apply. Assuming no Part III content or failing to check it would be a compliance risk.

Different inspection techniques with different intervals: The AD offers two routes for inspecting P/N 4A-3441 with differing initial deadlines and repeat inspection events: dye penetrant with rudder removed (2(a)) is initially due within 600 hours after 27 December 1990 and repeated at each C type inspection; the detailed visual inspection with the rudder in situ (2(b)) is initially due within 300 hours after 11 July 1991 and repeated at each B2 type inspection. Choosing between these options affects frequency and maintenance scheduling. Operators may mistakenly assume both routes share the same intervals; they do not.

Historical compliance dates but later effective amendment: The AD retains initial compliance deadlines that predate the AD’s amendment effective date (for example 7 June 1989; 27 December 1990; 11 July 1991). Those historical dates suggest some required actions were to have been performed decades earlier. Operators must interpret the AD’s statement that “The compliance times of the previous issue of this Directive are as stated” correctly: prior compliance under earlier AD issues stands, and the present AD does not necessarily reset those historical initial deadlines. That can create confusion about whether the AD requires immediate action on the effective date of Amendment 7 or only compliance per retained prior deadlines.

Focus on a single part number and flange area: The AD focuses inspections on the rudder upper hinge bracket, P/N 4A-3441, “paying particular attention to the areas under and around the bolt supporting flange.” If an operator’s maintenance records or parts lists use different part-number nomenclature, cross-referencing to P/N 4A-3441 is essential. Failure to identify the correct part by part number could mean an inspection that misses the targeted structure.

Technique trade-offs and facilities needed: The dye penetrant inspection route requires rudder removal. That entails removal facilities, hangar time, possible special tooling and trained personnel. The visual inspection route avoids removal but requires detailed inspection skills and may occur at higher frequency if tied to more frequent B2 inspections. Operators should not assume the visual route is a costless substitute; it has different operational implications.

Interplay with scheduled inspection categories: The AD ties repeat inspections to B2 and C type inspections. Operators must know how those categories are defined in their maintenance programme, as the AD does not define them. Misalignment in definitions could lead to missed repeat inspections or incorrect scheduling.

Recordkeeping and proof of compliance: The AD requires actions but does not specify the form of compliance records in the text provided. Operators should ensure they maintain clear, accessible records of compliance actions, inspection findings, and conformity with the stated hours-in-service triggers. The absence of detailed recordkeeping instructions in the AD means operators must rely on general maintenance record rules external to the AD.

Consequence of discovered cracking: The AD focuses on inspection but does not explain immediate remedial actions if cracking is found. The service bulletin likely addresses required corrective action, but the AD itself does not spell out the consequence steps. Operators must be careful to follow the service bulletin’s repair or replacement instructions if cracks are discovered, rather than assuming temporary measures suffice.

Taken together these “gotchas” highlight that strict reading of the AD, careful cross-referencing to Embraer Service Bulletin 110-055-0017 Rev 04, accurate serial-number matching, and clear maintenance scheduling are necessary to avoid compliance gaps.

This section sets out a stepwise, source-grounded approach to meeting the AD’s requirements as written. All steps are derived from the AD’s content and the service bulletin reference; practitioners must obtain and follow Embraer Service Bulletin 110-055-0017 Rev 04 for the detailed technical procedures.

1. Confirm applicability by serial number.

   • Check the aircraft’s serial number against the AD’s “Applicability” list. The AD lists specific serial numbers and inclusive ranges. Only aircraft that appear in that list are subject to the AD’s mandatory measures.

2. Obtain Embraer Service Bulletin 110-055-0017 Rev 04.

   • The AD requires “Action in accordance with Embraer Service Bulletin 110-055-0017 Rev 04” for Requirement 1. Obtain the full Rev 04 text and any referenced parts or attachments because the service bulletin will contain the technical steps, Parts I, II and III, and any detailed inspection, repair or replacement instructions.

3. Carry out Requirement 1 as instructed in the service bulletin.

   • Follow Part I and Part II timing and scope as set out in the service bulletin and adopt the AD’s timing constraints: Part I within 300 hours time in service after 7 June 1989 unless already accomplished; Part II within 300 hours time in service after 7 June 1989 and thereafter at each C type inspection until modified by Part III of the service bulletin.

4. Select and perform the required inspection for the rudder upper hinge bracket P/N 4A-3441.

   • Two options are provided under Requirement 2: a) Requirement 2(a): remove the rudder and perform a dye penetrant inspection of rudder upper hinge bracket P/N 4A-3441, focusing on areas under and around the bolt supporting flange. The AD sets the initial interval for Requirement 2(a) as within 600 hours time in service after 27 December 1990 and thereafter at each C type inspection. b) Requirement 2(b): perform a detailed visual inspection with the rudder in situ of both parts of the rudder upper hinge bracket P/N 4A-3441, again focusing on the areas under and around the bolt supporting flange. The initial interval for Requirement 2(b) is within 300 hours time in service after 11 July 1991 and thereafter at each B2 type inspection.
   • Choose the inspection route that best fits operational realities and maintenance capabilities, noting the different repeat intervals and maintenance scheduling implications.

5. Ensure inspections focus on the bolt supporting flange area.

   • The AD explicitly instructs to pay particular attention to areas under and around the bolt supporting flange. Ensure inspection checklists and technicians identify and document findings from those precise areas.

6. Schedule repeat inspections in accordance with the AD.

   • Repeat Requirement 2(a) inspections at each C type inspection. Repeat Requirement 2(b) inspections at each B2 type inspection. Maintain a clear maintenance schedule that maps B2 and C type inspection points to the aircraft’s hours-in-service tracking approach.

7. Track hours time in service and maintenance checkpoints.

   • The AD uses hours time in service as the compliance trigger for initial and repeat inspections. Confirm that the operator’s hours-in-service accounting is accurate and that B2 and C type inspection timing in the maintenance programme aligns with the AD’s repeat interval ties.

8. Check Part III of the service bulletin for modification instructions.

   • Requirement 1 signals that Part II is to be repeated “until modified in accordance with Part III of the Requirement document.” Read Part III in Rev 04 to determine whether modification actions will change ongoing obligations, and plan for those modifications if required.

9. Maintain records evidencing compliance.

   • Although the AD does not prescribe the form of records, practitioners should document the date, aircraft serial number, hours time in service at inspection, the inspection technique used (dye penetrant or visual), specific findings relating to P/N 4A-3441 and the bolt supporting flange, and any corrective measures taken in accordance with the service bulletin. Retain documentation to demonstrate compliance with the AD’s timing requirements.

10. If cracks or defects are found, follow the service bulletin’s corrective actions.

    • The AD points inspectors to the service bulletin; corrective action protocols, parts replacement, or limitation instructions will be in the service bulletin. Do not attempt ad hoc temporary repairs unless expressly permitted by the service bulletin or by the issuing authority.

11. Monitor amendment and revision status.

    • Amendment 7 aligns this AD with Rev 04 of the service bulletin. If subsequent revisions or further amendments occur, operators should check for further AD updates or service bulletin revisions. The AD’s amendment history shows periodic adjustment to intervals and inspection options; remain alert for further changes.

12. If unsure about scope, seek regulatory guidance.

    • The AD does not specify administrative relief mechanisms, enforcement procedures, or the process for acceptable alternative methods of compliance. If an operator believes an alternative approach is necessary or has questions about applicability, contact the Civil Aviation Safety Authority or the appropriate regulatory delegate for formal guidance.

By following these steps, an operator will be applying the AD’s mandatory requirements as stated: confirm applicability, obtain and follow Embraer Service Bulletin 110-055-0017 Rev 04, perform the specified inspections of rudder upper hinge bracket P/N 4A-3441 focusing on the bolt supporting flange, and schedule repeats in accordance with the B2 and C type inspection links and the historical hours-in-service triggers preserved in the AD.