AD/EMB-145/14 - Main Landing Gear Trailing Arm

The directive operates through a narrowly focused set of regulatory mechanisms familiar in airworthiness work: applicability by model and part number, mandated inspection method and intervals, mandatory corrective action before further flight where defects are discovered, and a cross-reference to manufacturer and foreign authority documents for detail. The principal concepts in the AD text are these.

Applicability is defined by aircraft model and by installed parts. The AD applies to "Models EMB-145 and EMB-135 aircraft, equipped with main landing gear part number" followed by a long list of part numbers, and explicitly only where "with a cardan assembly part number 2309-2041-003 installed" (Applicability). The AD therefore treats the presence of a particular cardan assembly as a key triggering condition, which requires operators to identify not only the model but the specific installed components.

Inspection protocol is specified by reference to a manufacturer Service Bulletin. The AD requires a "detailed visual inspection of the main landing gear trailing arm for integrity of the sealant and damage at the trailing arm surface, in accordance with EMBRAER Service Bulletin (SB) No. 145-32-0091 original issue, or SB No. 145-32-0091 Revision 1, or later CTA/ANAC approved revision" (Requirement). That ties the acceptable inspection method to a named SB and explicitly permits use of later revisions only if approved by CTA/ANAC.

Corrective actions are prescriptive and conditional. If inspection finds "any sign of sealant failure or damage at the trailing arm surface", the AD requires, before further flight, replacement of cardan assembly part number 2309-2041-003 with part number 2309-2041-401, a "detailed visual inspection of the internal surface of the pivot axle of the trailing arm for corrosion", and repair of trailing arm damage "as necessary, in accordance with the Component Maintenance Manual" (Requirement). If corrosion is found on that internal surface, the AD requires replacement of pin part number 2309-2050-003 with a new pin of the same part number and application of corrosion protection to that pin "before further flight" (Requirement). The AD therefore uses a cascade of inspection, replacement and repair steps that are explicitly conditional and that must be completed prior to return to service in affected cases.

Recurrent inspection logic is affirmative. If no problem is found on the initial inspection, operators must repeat the "Requirement 1 detailed visual inspection ... until replacement of the cardan assembly part number 2309-2041-003 with a part number 2309-2041-401 cardan assembly, and accomplishment of the detailed visual inspection of the internal surface of the pivot axle of the trailing arm for corrosion" (Requirement 2). The recurrence interval is constrained by the Compliance paragraph to be "not to exceed 5,500 flight hours or 24 months, whichever occurs first" (Compliance). Thus the AD creates a continuing inspection obligation that only ceases once the specified replacement and internal inspection are accomplished.

Temporal structure and mandatory-before-flight character are salient. The Compliance paragraph sets a specific initial clock: "Unless already accomplished, before 31 August 2008" (Compliance). The AD itself "becomes effective on 31 July 2008" (text). The corrective actions carry the strict operational restriction "before further flight" where defects or corrosion are identified (Requirement). Those phrases convert the AD into immediate airworthiness restrictions for affected aeroplanes until the specified remedial steps are taken.

Reference and cross-authority concepts are embedded. The AD references the Embraer SB for inspection technique and the Component Maintenance Manual for repairs. It also references a Brazil CTA AD ("Note: Brazil CTA AD 2004-08-02 Amdt 39-1039 refers." in Requirement). The SB revisions are acceptable if they are CTA/ANAC approved. The named Australian issuing authority is the Civil Aviation Safety Authority, via its delegate David Villiers (signature block).

The background provides the causal safety concern: a reported fracture due to internal corrosion of the trailing arm axle which could result in disconnection between the shock absorber and the trailing arm, potentially causing a take-off or landing accident (Background). This supplies the stated safety objective driving the inspection and replacement mandate.

Taken together, these concepts structure obligations by who must act (operators of affected aircraft), what they must do (inspect, replace particular assemblies, inspect for corrosion, repair and protect pins), when they must do it (initial deadline, repeat interval, and "before further flight" where defects exist), and how those actions must be performed (per Embraer SB and Component Maintenance Manual, and under later CTA/ANAC approved SB revisions).

The AD directly affects operators of Embraer EMB-145 and EMB-135 aircraft that have the specified main landing gear part numbers installed and specifically where the cardan assembly part number 2309-2041-003 is fitted (Applicability). That means the obligations attach to the operator(s) responsible for maintaining and returning the aircraft to service, and to the maintenance organisations performing the inspections and replacement work, since the AD requires actions "in accordance with" specific maintenance documents (Requirement).

More precisely, the applicability clause lists a comprehensive set of main landing gear part numbers. An aircraft whose model is EMB-145 or EMB-135 is only captured if it is "equipped with main landing gear part number 2309-2002-001, -002, -003, -004, -005, -006, -009, -010, -501, -502, -503,-504, -505, -506, -507, -508, -509, -510, -511, or -512; or part number 2309-3002-501, -502, -503, -504, -505, -506, -507, -508, -509, or -510, with a cardan assembly part number 2309-2041-003 installed." The inclusion of multiple main landing gear and cardan assembly part numbers means that the group of affected aircraft is a subset of all EMB-135/145 aeroplanes: only those with the listed main landing gear part numbers and with the specific cardan assembly fitted are in scope (Applicability).

Operators must identify their aircraft's configuration to determine whether the AD applies. That identification step is an implicit administrative burden; it requires traceability of installed parts. The AD ties the inspection method to Embraer SB No. 145-32-0091 (original or Revision 1, or later CTA/ANAC approved revision) and requires repair "in accordance with the Component Maintenance Manual", which allocates practical responsibility for method and standards to the operator and its maintenance providers (Requirement).

Where an inspection reveals sealant failure, damage to the trailing arm surface or internal corrosion of the pivot axle, the operator must ensure replacement of the cardan assembly with part number 2309-2041-401, inspection for corrosion, repair as necessary per the Component Maintenance Manual, and replacement/applying corrosion protection to the pin where corrosion is present, "before further flight" (Requirement). These "before further flight" constraints place immediate operational restrictions on individual aircraft, potentially causing removal of aircraft from service until the required work is completed.

Although the AD is an Australian instrument issued by the Civil Aviation Safety Authority (CASA) , signed by the delegate David Villiers , it also references foreign authority material (Brazil CTA AD 2004-08-02 Amdt 39-1039) and permits later CTA/ANAC approved SB revisions. Therefore, aircraft operators domiciled outside Australia but operating Australian-registered EMB-135/145 aeroplanes are likely affected in the same manner as Australian operators because the AD is an Australian directive; the text does not distinguish between domestic and foreign operators. The AD does not set out relief or alternatives in the supplied text; compliance steps and acceptable methods are those listed in the AD (Applicability; Requirement).

Maintenance organisations engaged by operators are affected operationally and contractually because the technical instructions are specific: inspections must be performed in accordance with the named SB and repairs in accordance with the Component Maintenance Manual, and where corrosion is detected specific parts must be replaced with identified part numbers and treated with corrosion protection (Requirement). The AD therefore allocates technical responsibilities to operators and their maintenance providers, and operational responsibility to prevent return to service until the AD-mandated conditions are satisfied.

The AD establishes specific duties for operators and maintenance organisations responsible for affected aircraft. The primary duties are inspection, replacement, repair, and reinspection, constrained by specified time limits and intervals. The AD text does not enumerate rights in a rights-and-remedies legal sense; it prescribes obligations and methods.

Mandatory inspection duty: Operators must "perform a detailed visual inspection of the main landing gear trailing arm for integrity of the sealant and damage at the trailing arm surface" and must do so "in accordance with EMBRAER Service Bulletin (SB) No. 145-32-0091 original issue, or SB No. 145-32-0091 Revision 1, or later CTA/ANAC approved revision" (Requirement). That language prescribes both the duty and the acceptable inspection documents. The duty is not simply to check for obvious damage; it must be the detailed visual inspection specified in the referenced SB.

Conditional remedial duty: If the inspection discloses "any sign of sealant failure or damage at the trailing arm surface", the operator must, before further flight, replace the cardan assembly part number 2309-2041-003 with part number 2309-2041-401, and "perform a detailed visual inspection of the internal surface of the pivot axle of the trailing arm for corrosion," plus repair any trailing arm damage "as necessary, in accordance with the Component Maintenance Manual" (Requirement). The AD therefore imposes conditional but mandatory remedial duties that must be completed prior to returning the aircraft to service.

Corrosion-specific duty: If corrosion is found on the internal surface of the pivot axle, the operator must "replace pin part number 2309-2050-003 with a new part number 2309-2050-003 pin and apply corrosion protection to the pin, before further flight" (Requirement). Two features merit emphasis: the replacement pin is the same part number as the original (2309-2050-003) but must be new and treated with corrosion protection; and this replacement is explicitly required before the aircraft may fly again.

Ongoing inspection duty until modification: If no sign of sealant failure or damage is found, the operator must repeat the detailed visual inspection described in Requirement 1 until the cardan assembly replacement and the internal pivot axle inspection have been accomplished (Requirement 2). The Compliance paragraph adds that inspections must be at intervals "not to exceed 5,500 flight hours or 24 months, whichever occurs first" (Compliance). Thus the duty to inspect is recurring and ceases only upon accomplishment of the specified replacement and internal inspection steps.

Timing duty: The AD imposes a one-time initial compliance deadline: "Unless already accomplished, before 31 August 2008" (Compliance). The AD itself "becomes effective on 31 July 2008" (text). These dates create a clearly time-limited duty for the initial inspection and corrective actions.

Procedural duty: The AD requires repairs "in accordance with the Component Maintenance Manual" and inspections per the Embraer SB, which places on operators and maintenance organisations a procedural duty to comply with those technical standards when implementing the AD-specified tasks (Requirement).

Rights and discretion in the supplied text are limited. The AD permits the use of later SB revisions only if they are CTA/ANAC approved: "or later CTA/ANAC approved revision" (Requirement). That establishes a constrained discretion to use revised procedures, subject to foreign civil aviation authority approval; it is not an unrestricted right to adopt any later SB revision. The AD does not set out alternative means of compliance, nor does it provide exemptions or waivers in the supplied text. It does not specify dispute resolution mechanisms or appeal rights.

Enforcement and administrative authority are implicit. The AD is issued by the Civil Aviation Safety Authority and is signed by an authorised delegate, which indicates it is a formal regulatory instrument. The supplied text contains no explicit enforcement penalties, administrative procedures, or mechanisms for granting relief; operators must interpret that compliance with the AD is their duty under applicable aviation law and regulatory practice, and the AD’s technical requirements specify the precise tasks and procedural documents to be followed (Applicability; Requirement; Compliance).

The AD text provided does not include an express penalties or sanctions section. The directive is presented as a mandatory technical instruction with defined applicability, required inspections, corrective actions, timings and referenced documents, but the supplied document contains no provisions describing monetary fines, criminal sanctions, or the specific enforcement mechanisms that will be applied for non-compliance (the AD only contains the Requirement and Compliance information and the signature of the CASA delegate).

Enforcement inference and administrative effect: While the AD itself does not set out penalties, the instrument "becomes effective on 31 July 2008" and imposes duties "before further flight" where defects are found, and initial compliance is required "before 31 August 2008" unless already done (Compliance; effective date). Those deadlines and the "before further flight" constraint operate as binding airworthiness requirements once the AD is in effect. The lack of an internal penalties clause in the AD does not mean non-compliance would necessarily be consequence-free; typically an airworthiness directive forms part of the regulatory framework that governs the continued airworthiness of Australian-registered aircraft. However, the supplied text does not describe the post-AD enforcement steps CASA would take, nor the statutory sanctions available.

Practical enforcement mechanisms implicit in the AD text are the "before further flight" requirements. In practice, such operational constraints mean an aircraft with a discovered defect must be grounded until the AD-mandated repairs are completed. That creates an operational lever: non-compliance blocks lawful flight operations of the affected unit until the AD’s conditions are satisfied. The AD further requires inspections at intervals "not to exceed 5,500 flight hours or 24 months", producing a continuing maintenance obligation. The AD itself does not set out how CASA will verify ongoing compliance, whether by audit, inspections, or review of maintenance records; the AD is silent on verification procedures in the provided text.

Reference to external authority suggests cross-border enforcement interplay. The Requirement notes "Brazil CTA AD 2004-08-02 Amdt 39-1039 refers" and permits use of "later CTA/ANAC approved revision[s]" of the Embraer SB. That indicates the AD’s technical direction has an international regulatory reference frame. The supplied text does not elaborate whether CASA would defer to CTA/ANAC findings or whether particular foreign approvals alter enforcement in Australia.

Delegation: The AD is signed by David Villiers as "Delegate of the Civil Aviation Safety Authority" on 18 June 2008. The signature indicates the AD was issued under the authority internal to CASA, but the scope of the delegate’s discretion, and any administrative appeal or review rights relating to the AD, are not specified in the text.

Conclusion from the source: the AD mandates inspection and corrective actions and sets time limits and intervals, but the supplied instrument contains no specific penalties or an enforcement regime within its pages. The reader should treat the AD’s procedural and timing requirements as compulsory technical obligations; the AD does not itself describe sanctions or enforcement processes in the provided text.

The AD explicitly references and links to other technical and regulatory documents, creating intersections with manufacturer maintenance procedures, the Component Maintenance Manual, and a Brazilian airworthiness directive. The AD requires that inspections follow EMBRAER Service Bulletin No. 145-32-0091 (original or Revision 1, or later CTA/ANAC approved revision) and that repairs be carried out "in accordance with the Component Maintenance Manual" (Requirement). Those cross-references mean that compliance with the AD necessarily engages the legal and contractual frameworks that govern use of manufacturer service bulletins, operator maintenance manuals, approved maintenance organisation practices, and any regulatory approvals attached to those documents.

Cross-reference to foreign authority: The AD includes the note "Brazil CTA AD 2004-08-02 Amdt 39-1039 refers." (Requirement). It also permits the use of "later CTA/ANAC approved revision[s]" of the Embraer SB. That creates a relationship between the Australian AD and Brazilian civil aviation authority materials. The AD therefore interacts with foreign regulatory instruments, insofar as it accepts CTA/ANAC-approved SB revisions as acceptable inspection methods and refers to a specific CTA AD. The supplied text does not define the legal effect of foreign approvals within Australian regulatory law, but it explicitly authorises use of CTA/ANAC-approved SB revisions for the inspection procedure.

Interaction with maintenance documentation and approvals: The AD requires repairs "in accordance with the Component Maintenance Manual". Component Maintenance Manuals (CMMs) and Service Bulletins can be normative for how an operator maintains an aircraft under its continuing airworthiness obligations. By tying the required actions to these documents, the AD interacts with the obligations placed on operators by their maintenance approvals, certificate conditions, and approved maintenance organisations. The AD does not, in the supplied text, alter the content of those documents; it mandates that operators use them for the required repairs and inspections.

Operational regulatory framework: The AD "becomes effective on 31 July 2008" and sets a compliance deadline "before 31 August 2008" (Compliance). In standard regulatory practice an AD supplements existing statutory and regulatory provisions governing airworthiness and maintenance of aircraft. The supplied text does not amend or repeal other legislative provisions; rather it imposes an additional, specific technical requirement that sits within the broader aviation regulatory regime. The AD does not state whether compliance with it will be treated as mandatory for purposes of certificate validity or what formal administrative relationship exists between the AD and other CASA instruments; those links are not in the provided text.

No conflict resolution or alternative compliance mechanism described: The AD does not provide alternative means of compliance or describe how to resolve conflicts between the AD requirements and other legal obligations if they arise. For example, it does not assert that following the referenced SB supersedes other maintenance obligations, nor does it note any inconsistency resolution mechanism. The AD allows later SB revisions only if "CTA/ANAC approved", indicating that operators cannot unilaterally depart from the SBs referenced.

International operations: For non-Australian operators of the affected aircraft, the AD’s interaction with other laws is implicitly practical: if the aircraft is Australian-registered, the AD applies to those operators. The supplied text does not address how the AD interacts with foreign airworthiness directives or bilateral agreements; its references to Brazilian CTA material show only that the AD’s technical content aligns with foreign materials, but the document does not delineate the legal effects across jurisdictions.

In short, the AD interacts with other laws and regulatory instruments by expressly incorporating manufacturer and Component Maintenance Manual procedures and by cross-referencing a Brazilian AD and CTA/ANAC approvals. The supplied text does not however set out enforcement modalities, nor does it provide mechanisms for granting exemptions or resolving conflicts with other legal obligations.

The supplied instrument itself contains limited internal amendment history. The AD text specifies use of Embraer Service Bulletin No. 145-32-0091 "original issue, or SB No. 145-32-0091 Revision 1, or later CTA/ANAC approved revision" for the inspection procedure (Requirement). This phrasing acknowledges that the referenced SB has at least an original issue and a Revision 1, and that later revisions may be acceptable provided they have CTA/ANAC approval. That is the only in-document acknowledgement of revision history concerning the referenced Service Bulletin.

There is also a Note in the Requirement which states "Brazil CTA AD 2004-08-02 Amdt 39-1039 refers." That external reference indicates that related material originates with the Brazilian authority and that that earlier Brazilian AD may contain the antecedent or parallel instructions that motivated this AD. The supplied text does not reproduce the Brazil CTA AD or its amendments, and it does not record any amendment history for the Australian AD itself.

The AD’s header includes dated identifiers that indicate its issuance period: it is captioned "AD/EMB-145/14" and "8/2008" in the tabular header lines. The body states the AD "becomes effective on 31 July 2008" and shows a compliance deadline "before 31 August 2008" (Compliance). The presence of those dates reflects the timing of issue, but the supplied text contains no later amendments to the AD, no revocation clause, and no trace of subsequent modification within the supplied pages.

The only explicit revision-related allowance is the AD’s permission to use later Embraer SB revisions provided they have CTA/ANAC approval. That means that amendment to the SB post-issue can be accommodated within the AD so long as the foreign authority approves. The AD does not itself commit to subsequent revisions of the AD text by CASA, nor does it set out a process by which CASA would amend the AD; those matters are outside the supplied text.

Therefore, based on the provided document: the AD references the original and Revision 1 of Embraer SB No. 145-32-0091 and permits the use of later CTA/ANAC-approved revisions; it refers to a Brazilian AD (CTA AD 2004-08-02 Amdt 39-1039); the AD itself is dated mid-2008, effective 31 July 2008, and requires initial compliance by 31 August 2008. No further amendment history or subsequent editions of the AD are supplied in the text.

The supplied AD contains no litigation history. The document does not record any judicial or administrative challenges, nor does it reference decisions or disputes arising from the AD. The AD is concise and technical; its pages include the applicability, requirements, compliance schedule, background safety rationale, effective date and signature by a CASA delegate (David Villiers dated 18 June 2008), but they do not report appeals, court cases, regulatory reviews or other litigation outcomes.

Because no litigation history is present in the provided text, the reader should treat this instrument as a statement of technical regulatory obligation without any publicly recorded legal challenges documented within the AD itself. The AD does reference a Brazilian CTA AD (CTA AD 2004-08-02 Amdt 39-1039) and allows "later CTA/ANAC approved revision[s]" of the Embraer SB, but no litigation pertaining to those foreign documents is included in the supplied material.

If litigation or administrative review had taken place, one would expect the AD or related materials to include references to stays, contested determinations, or amendment entries reflecting outcome of appeals. None of those appear in the supplied text. Consequently, for purposes of this AD as provided, there is no litigation history to report.

The AD contains a number of precise technical and procedural elements that can be easily misread or overlooked; these are the practical "gotchas" that operators and maintenance personnel should note when interpreting and implementing the directive.

1. Applicability depends on parts installed, not solely on model. The AD applies only to EMB-145 and EMB-135 aircraft that are "equipped with" a list of main landing gear part numbers and specifically "with a cardan assembly part number 2309-2041-003 installed" (Applicability). That means an EMB-145/135 without that cardan assembly is not in scope. Failing to verify installed part numbers could lead to unnecessary work or, conversely, to missed obligations.

2. Inspection method is mandated by SB and conditioned on CTA/ANAC approval of later revisions. The AD requires the detailed visual inspection "in accordance with EMBRAER Service Bulletin (SB) No. 145-32-0091 original issue, or SB No. 145-32-0091 Revision 1, or later CTA/ANAC approved revision" (Requirement). That phrase limits acceptable inspection procedures to those versions of the SB or later versions only with CTA/ANAC approval. Operators cannot assume an unpublished or non-approved SB revision is acceptable.

3. Replacing the pin uses the same part number. If corrosion is found, the AD requires replacement of "pin part number 2309-2050-003 with a new part number 2309-2050-003 pin and apply corrosion protection to the pin, before further flight" (Requirement). The new pin carries the same part number as the one being replaced; maintenance records should therefore capture that it is a new part and the application of corrosion protection, not merely the part number alone. Treating a reused or cleaned pin as compliant would not satisfy the AD.

4. "Before further flight" is strict. Various corrective actions are required "before further flight" if certain defects or corrosion are discovered (Requirement). That imposes an immediate operational restriction on the individual aircraft; failure to complete the mandated replacements or repairs means the aircraft should not be flown.

5. Recurrent inspections continue until replacement is made and internal axle inspection accomplished. If no sign of sealant failure or trailing arm surface damage is found, the AD does not permit simply stopping inspections; it requires repeating the detailed visual inspection "until replacement of the cardan assembly part number 2309-2041-003 with a part number 2309-2041-401 cardan assembly, and accomplishment of the detailed visual inspection of the internal surface of the pivot axle of the trailing arm for corrosion" (Requirement 2). This creates potentially indefinite recurring inspections, limited only by the specified interval (Compliance) until the modification and internal inspection are completed.

6. Inspection intervals are capped but not necessarily coextensive with other maintenance cycles. The AD requires repeat inspections "at intervals not to exceed 5,500 flight hours or 24 months, whichever occurs first" (Compliance). Operators need to schedule these inspections and ensure the AD intervals align or are reconciled with other inspection/maintenance scheduling to avoid missed inspections or unnecessary duplication.

7. Repair instructions are per Component Maintenance Manual. Where repairs are required, the AD directs that they be done "in accordance with the Component Maintenance Manual" (Requirement). That mandates reliance on the CMM for the repair method and likely requires maintenance organisations to use the correct CMM revisions and approvals.

8. Tight compliance window relative to effective date. The AD "becomes effective on 31 July 2008" and requires initial compliance "before 31 August 2008" unless already done (Compliance). That is a short compliance window; operators who fail to track these dates could inadvertently be non-compliant.

9. Reference to foreign ADs and approvals. The AD notes "Brazil CTA AD 2004-08-02 Amdt 39-1039 refers" and allows "later CTA/ANAC approved revision" of the SB. Operators should not assume that an Embraer SB revision that is not CTA/ANAC-approved is acceptable under this AD.

10. The AD is narrowly drafted and contains no enforcement clause. The AD prescribes detailed technical duties but does not include enforcement or penalty language in the supplied text. Operators should not interpret that absence to mean the directive lacks regulatory force; instead, they must follow the AD’s procedural and timing demands as binding technical requirements.

These points show areas where misreading the AD’s specific phrasing could produce incorrect compliance steps. The AD’s emphasis on particular part numbers, the phrase "before further flight", the same part number for replacement pins, and the requirement to use particular SB revisions or CTA/ANAC-approved later revisions are all places where operational detail matters.

The AD specifies a clear, stepwise set of actions. Below is a concise compliance checklist derived directly from the AD text. Each step identifies the textual source so operators and maintenance personnel can match records and procedures to the AD.

1. Confirm applicability by checking installed parts (Applicability).

   • Verify the aircraft model is EMB-145 or EMB-135.
   • Verify the aircraft is equipped with one of the listed main landing gear part numbers (see Applicability list).
   • Verify whether cardan assembly part number 2309-2041-003 is installed. The AD applies only if that cardan assembly is fitted.

2. Schedule the initial inspection (Requirement; Compliance).

   • If not already done, perform the initial detailed visual inspection "before 31 August 2008" (Compliance).
   • Note: the AD became effective on 31 July 2008 and sets the initial compliance deadline accordingly.

3. Perform the detailed visual inspection per the specified Service Bulletin (Requirement).

   • Conduct a "detailed visual inspection of the main landing gear trailing arm for integrity of the sealant and damage at the trailing arm surface" in accordance with EMBRAER Service Bulletin No. 145-32-0091 (original), or Revision 1, or later CTA/ANAC-approved revision.
   • Ensure the SB revision used is either original, Revision 1, or a later revision that is CTA/ANAC-approved; retain the SB and revision reference in maintenance records.

4. If inspection reveals any sign of sealant failure or damage to the trailing arm surface, take immediate remedial action (Requirement).

   • Before further flight, replace the cardan assembly part number 2309-2041-003 with cardan assembly part number 2309-2041-401.
   • Perform a "detailed visual inspection of the internal surface of the pivot axle of the trailing arm for corrosion."
   • Repair any damage to the trailing arm "as necessary" and do so "in accordance with the Component Maintenance Manual."
   • Document all replacement parts, serial numbers (where applicable), and repair steps per the CMM’s required method.

5. If corrosion is found on the internal surface of the pivot axle, complete the corrosion-specific steps before further flight (Requirement).

   • Replace pin part number 2309-2050-003 with a new pin part number 2309-2050-003.
   • Apply corrosion protection to the replacement pin prior to returning the aircraft to service.
   • Record the part replacement and the corrosion-protection action in maintenance logs.

6. If no sign of sealant failure or trailing arm surface damage is found, adhere to the recurring inspection requirement (Requirement 2; Compliance).

   • Repeat the detailed visual inspection described in Requirement 1 at intervals not to exceed 5,500 flight hours or 24 months, whichever occurs first (Compliance).
   • Continue repeating these inspections until both the cardan assembly replacement to part number 2309-2041-401 has been accomplished and the detailed visual inspection of the internal surface of the pivot axle for corrosion has been completed.

7. Use approved procedural documents for repairs and inspections (Requirement).

   • Carry out repairs "in accordance with the Component Maintenance Manual."
   • For inspections, use the specified Embraer SB versions, and where later SB revisions are to be used ensure they have CTA/ANAC approval.

8. Observe the "before further flight" constraint strictly (Requirement).

   • Where the AD mandates actions "before further flight", do not return the aircraft to service until those specific actions have been completed and recorded.

9. Maintain records demonstrating compliance.

   • Record the inspection dates, findings, the SB revision used, parts replaced (including part numbers), CMM references for repairs, and application of corrosion protection to replaced pins.
   • Retain documentation sufficient to demonstrate that initial compliance was completed before the AD’s deadline and that recurring inspections have been performed within the stated intervals.

10. Note the cross-reference to Brazil CTA AD and approvals.

• If planning to use a later Embraer SB revision, ensure CTA/ANAC approval is in place; record the approval reference.
• Be aware the AD’s technical basis references a Brazil CTA AD (CTA AD 2004-08-02 Amdt 39-1039); while not reproduced in this AD, that document may contain related technical material.

11. Plan logistics and parts procurement.

• If a cardan assembly replacement is required (2309-2041-401), ensure procurement channels and maintenance scheduling are arranged so that required replacements and pin changes can be completed prior to further flight where applicable.
• Note that the pin replacement uses the same part number (2309-2050-003) but requires a new part and corrosion protection; ensure procurement and documentation capture the "new" nature of the replacement and the corrosion-protection treatment.

12. Coordinate with appropriate maintenance authorities or approved maintenance organisations.

• Ensure maintenance providers follow the referenced SB and Component Maintenance Manual methods and that any CTA/ANAC approvals for SB revisions used are verified.

This checklist follows the AD text closely. The AD mandates initial inspection and possible immediate remedial actions, and it sets recurring inspection intervals until the replacement and internal inspection are complete. The AD imposes "before further flight" restrictions where defects or corrosion are found, and it ties the acceptable inspection and repair methods to specific manufacturer and component manuals and to CTA/ANAC approvals for later SB revisions. Operators should ensure their maintenance records and scheduling reflect the AD’s time limits and requirements.