AD/EMB-145/5 - Fuel Pump Electrical Connectors

The AD is built around a narrow technical safety concern and procedural means to address it. The technical fault reported to ANAC is damage to pins and elastomeric inserts in the hermetically sealed connectors of the electric fuel pumps on EMB-145 type aircraft. The observable manifestations of that damage are described in the AD as partially blackened portions on pins and charring of the elastomeric insert adjacent to and surrounding the pin. The AD links that visible deterioration to an electrical failure mode, explaining that the damage "can lead to a failure in the electrical connectors", and proposes a causal mechanism: heat generated by degraded spring-tension of the mating connector’s female, which may cause arcing between poles. That description locates the hazard in connector degradation leading to arcing and loss of connector integrity.

Operationally, the AD combines short-term mitigations (repetitive inspections and replacement where necessary) with an option for a medium-term structural change to the maintenance programme (adding specified MRBR items) as a terminating action. The required inspection is a visual inspection of the pins and elastomeric inserts of the fuel pumps on both wings. Replacement, when necessary, must follow Embraer Service Bulletin 145-28-0013 (original issue or later ANAC-approved revisions). The terminating option is to revise the approved maintenance plan to include MRBR tasks 28-21-01-220-001-A00 and 28-27-01-220-001-A00 as presented in Appendix 2 Section A2.5.2 of MRB-145/1150 Revision 10 dated 4 August 2006, or further ANAC-approved MRBR revisions; the AD states the maintenance plan should adopt "the interval stated in that document."

The AD also acknowledges an intermediate mitigation path: aircraft that have previously replaced fuel pumps P/N 2C7-1 with P/N 2C7-4 are treated differently for repetitive inspection intervals (every 10,000 hours TIS) until the terminating maintenance-plan revision is made. The AD therefore establishes two maintenance regimes that operators can follow: a repetitive-inspection regime under Requirement 1 (with subcategory timing rules tied to historical TIS thresholds), and a maintenance-programme-based regime under Requirement 2 that, once incorporated, ends the repetitive inspections.

Finally, the AD references prior national measures: it mentions ANAC AD 2000-08-01R3 and requires ANAC approval for any later revisions to the Embraer Service Bulletin or MRBR documents that the AD relies upon. Thus, compliance choices and acceptable documentation are constrained by approvals from the Brazilian civil aviation authority as expressly stated in the AD.

The AD specifies applicability in its table and thereby identifies the class of aircraft and their operators affected. The Applicability entry lists Embraer EMB-145, EMB-145EP, EMB-145ER, EMB-145EU, EMB-145LR, EMB-145LU, EMB-145MK, EMB-145MP, EMB-145MR and EMB-145XR model aircraft. The heading at the top of the source also names "Embraer EMB-135 and EMB-145 Series Aeroplanes", but the Applicability table itself confines the listed models to EMB-145 variants. Therefore, operators of the EMB-145 family listed in the Applicability table are the primary, explicitly named addressees of the AD.

Within those operator populations, the AD creates subgroups for compliance timing based on the aircraft’s total time in service at a historic measurement date (3 July 2001). The AD divides aircraft into the following temporal cohorts for Requirement 1: (a) aircraft with less than 1,200 hours total TIS on 3 July 2001; (b) aircraft with between 1,200 and 4,000 hours TIS on that date; (c) aircraft with more than 4,000 hours TIS on that date; and (d) aircraft that have already replaced fuel pumps P/N 2C7-1 with P/N 2C7-4. Each cohort has a different mandated initial inspection window and repeat interval.

Who pays: the AD imposes inspection and replacement obligations on the operator of the aircraft. Operators must perform the visual inspections, replace affected pumps as necessary and, if they elect the terminating action, revise their approved maintenance plan to include the specified MRBR tasks. Those activities will generate direct costs for labour, parts (replacement pumps), and administrative effort to revise and obtain approval for maintenance-programme changes. The AD ties acceptable replacement procedures to Embraer Service Bulletin 145-28-0013 and MRB-145/1150 Revision 10; it also makes later revisions allowable only if approved by ANAC. Therefore operators will interact with the manufacturer’s documentation and with a foreign authority (ANAC) for approval of relevant revisions, which may affect timing and administrative burden.

Who decides: the AD itself is issued under CASA authority (signed by a CASA delegate, James Coyne) and references approval by ANAC for service-bulletin and MRBR revisions. Within the operator’s organisation, the accountable person for continuing airworthiness and the person(s) authorised to revise the maintenance programme will need to decide whether to follow Requirement 1 indefinitely or to adopt Requirement 2 as a terminating action. If manufacturers’ document revisions are used, those revisions must be ANAC-approved to be accepted by the AD.

Who else is affected: maintenance providers contracted by operators will be required to perform the inspections and replacements. Parts suppliers will see demand for the specified pump part numbers (P/N 2C7-1 and P/N 2C7-4) where replacements are required. Regulatory authorities (CASA and ANAC, as per references) are implicated in approvals and in the record chain for compliance.

Duties

• Inspect: Operators must carry out a visual inspection of the electrical pins and the elastomeric inserts of the electric fuel pumps (both right and left wings). This is Requirement 1 as stated in the AD. The inspection is specific to the pins and elastomeric inserts of the hermetically sealed connectors of the electric fuel pumps.

• Replace: If the inspection reveals affected pumps (for example, pins showing partially blackened portions or charring of the elastomeric insert adjacent to and surrounding the pin, as described in the AD), operators must replace those pumps "as necessary" in accordance with Embraer Service Bulletin 145-28-0013 (original issue, or further revisions approved by ANAC).

• Revise maintenance plan (optional terminating action): Operators may choose to revise the aircraft-approved maintenance plan to incorporate tasks 28-21-01-220-001-A00 and 28-27-01-220-001-A00 listed in Appendix 2 Section A2.5.2 of MRB-145/1150 Revision 10 (Maintenance Review Board Report) with the interval stated in that MRBR document. The AD characterises this as an "optional terminating action" to the Requirement 1 repetitive inspections, and it explicitly states that compliance with Requirement 2 terminates the Requirement 1 repetitive inspections.

• Observe differing intervals for specific cases: For aircraft that have already replaced fuel pumps P/N 2C7-1 with P/N 2C7-4, the AD prescribes a distinct repetitive inspection interval of every 10,000 hours total time in service until Requirement 2 is accomplished. For other aircraft, initial and repeat inspection intervals are set out in sub‑clauses (a)-(c) of the AD and are linked to the aircraft’s TIS as of 3 July 2001.

Rights and discretions preserved by the AD text

• Option to terminate repetitive inspections: The AD explicitly creates a right for operators to elect Requirement 2 (revision of the maintenance plan to include MRBR tasks) as an optional terminating action to the repetitive inspections required under Requirement 1. That means operators have a compliance pathway choice: continue the inspection regime or adopt the maintenance-plan change.

• Use of ANAC-approved documentation: The AD allows Embraer Service Bulletin 145-28-0013 and MRBR revisions to be used only in their original issue or in "further revisions approved by the Brazilian Agência Nacional de Aviação Civil (ANAC)". That creates an administrative decisionpoint: operators must rely on ANAC approvals to accept later-revised documentation as compliant with the AD.

• Differentiated treatment for P/N replacements: Operators who have already replaced P/N 2C7-1 with P/N 2C7-4 have a different, longer inspection interval until they adopt the terminating action. That confers a practical benefit to operators who have performed that specific hardware change in advance.

Administrative duties implicit in the AD

• Record keeping: While the AD does not itself list recordkeeping procedures, operators will need to record inspections, replacements, and any maintenance‑plan revisions for compliance traceability and for authority review. The AD ties compliance to specific documents and approved revisions, meaning an operator will need to retain proof that replacements were performed and that MRBR tasks have been incorporated into the approved maintenance programme once chosen.

• Scheduling and planning: The AD’s timing provisions require operators to calculate initial inspection windows from historical TIS dates and then schedule subsequent inspections or the maintenance-plan revision accordingly.

The AD does not state enforcement mechanisms, penalties, or appeal processes; it prescribes the duties above and the single optional right (to adopt the terminating MRBR-based change).

The text of the AD itself specifies compliance obligations, an effective date, and the authority of the signatory, but it does not set out penalties or the enforcement mechanisms within the AD instrument. Concretely, the AD:

• States an effective date: "This Airworthiness Directive becomes effective on 23 June 2008."

• Shows the signatory: the document is signed by James Coyne, Delegate of the Civil Aviation Safety Authority, with a date of 16 June 2008.

However, the AD text contains no express clauses imposing fines, suspensions, administrative penalties, or criminal sanctions for non-compliance. It similarly does not describe the procedural steps by which compliance will be audited, or how CASA will enforce the AD if an operator does not adhere to its requirements. The AD refers to documents and approvals by ANAC and specifies the conditions under which compliance is achieved (for example, replacing pumps per Embraer Service Bulletin 145-28-0013, or adding the MRBR tasks to the maintenance plan), but it contains no operational enforcement provisions within its text.

Consequently, the AD creates obligations (inspect, replace, revise maintenance plan) that operators must fulfil to be in compliance with the directive as written. Whether and how non‑compliance gives rise to regulatory enforcement action, administrative penalties, or other sanctions is not set out in the AD text and therefore cannot be stated on the basis of this source alone. The AD does implicitly place the onus on operators to meet the stated requirements, and it fixes the AD as effective from the date above, but the AD document supplied here does not include enforcement or penalty provisions.

Users relying on this AD should thus note that the directive prescribes the technical steps and timelines required, but that any questions about enforcement mechanisms, discretionary enforcement policy, or penalties would need to be answered by other regulatory materials or statutory instruments outside the text supplied.

Within the text of the AD, interactions with other regulatory or normative instruments are explicitly referenced rather than being broadly integrated. The AD makes three specific cross‑document references that determine how its requirements become operationally effective:

1. Embraer Service Bulletin 145-28-0013: Requirement 1 directs replacement of affected pumps "in accordance with Embraer Service Bulletin 145-28-0013 original issue, or further revisions approved by the Brazilian Agência Nacional de Aviação Civil (ANAC)". That means the AD incorporates the manufacturer’s service bulletin by reference as the procedural norm for pump replacement, subject to ANAC approval for later revisions. The AD therefore links compliance to the contents and limits of that Service Bulletin.

2. Maintenance Review Board Report (MRBR) document No. MRB-145/1150 Revision 10 (dated 4 Aug 2006): Requirement 2 instructs operators to revise their approved maintenance plan to include MRBR tasks 28-21-01-220-001-A00 and 28-27-01-220-001-A00 "as shown in the Maintenance Review Board Report (MRBR), document No. MRB-145/1150 Revision 10, dated 4 Aug. 2006, or further MRBR revisions approved by ANAC, with the interval stated in that document." The AD therefore ties terminating action compliance to specific MRBR content and intervals, again subject to ANAC approval for later revisions.

3. ANAC AD 2000-08-01R3: The AD includes the note "ANAC AD 2000-08-01R3 refers." The AD also uses 3 July 2001, the effective date of Revision 1 to ANAC AD 2000-08-01, as the reference date for calculating various TIS-based compliance cohorts. Those references show the AD is not an isolated document: it relates to prior national directives issued by the Brazilian authority (ANAC), and it requires ANAC approval for later revisions of the Embraer Service Bulletin and of MRBR documents to be valid under this AD.

What the AD does not do, based on its text

• It does not directly amend statutory law or aviation regulations within the AD text itself. The AD prescribes airworthiness actions and ties compliance to manufacturer and MRBR documents, but it does not purport to change regulation text or civil aviation legislation in that same document.

• It does not specify interactions with CASA procedural documents, enforcement policy, or penalty provisions. The AD is a directive prescribing actions and timelines, but it does not itself articulate enforcement mechanisms or administrative penalty processes in the supplied text.

Practical interaction consequences (as stated or implied in the AD)

• ANAC approvals matter: any later revisions of the Service Bulletin or MRBR will be acceptable only if ANAC has approved them. That means operators may need to monitor ANAC actions and factor those approval timelines into compliance planning.

• Maintenance programme approval: adopting the terminating action requires revision of the operator’s approved maintenance plan to add named MRBR tasks with the MRBR interval. Because the AD references MRBR content "as shown" in Appendix 2 Section A2.5.2, operators must ensure that their maintenance plan revisions mirror the MRBR content and interval (or use an ANAC-approved MRBR revision).

• Historical cut-off dates from ANAC AD: the AD uses a historical date derived from an ANAC AD revision to define inspection cohorts. Operators will need to reconcile their aircraft’s historical TIS figures with those cut-off dates to determine which timing schedule applies.

In sum, the AD directly incorporates and defers to manufacturer (Embraer) service documentation and MRBR material, and it conditions their use on ANAC approval for any later revisions, while also referring to prior ANAC ADs to set temporal thresholds for compliance.

The AD text itself records a limited set of temporal and document-history markers; these are the only amendment-history items present in the source.

• MRBR revision: The AD cites the Maintenance Review Board Report (MRBR) document No. MRB-145/1150 Revision 10, dated 4 August 2006, as the MRBR edition whose Appendix 2 Section A2.5.2 (Fuel System Limitation Items) contains the tasks and intervals to be added under Requirement 2. The AD permits use of that MRBR revision or "further MRBR revisions approved by ANAC."

• Service Bulletin: The AD identifies Embraer Service Bulletin 145-28-0013 (original issue) as the normative document for pump replacement and allows "further revisions approved by the Brazilian Agência Nacional de Aviação Civil (ANAC)." The AD therefore places an explicit dependency on future, ANAC-approved revisions to the service bulletin, but the AD text does not itself document any revisions to that service bulletin.

• Reference to ANAC AD history: The AD uses 3 July 2001 as the effective date of Revision 1 to ANAC AD 2000-08-01 for its timing cohorts. It also contains the note "ANAC AD 2000-08-01R3 refers." Those references embed prior ANAC AD revision dates into the compliance framework of the AD and indicate that the AD's schedule logic depends on earlier ANAC AD activity. The AD does not provide a full chronology of ANAC AD amendments, but it does anchor compliance intervals to specific ANAC AD revision dates.

• Issuance and effective dates: The AD is signed by James Coyne, Delegate of the Civil Aviation Safety Authority, on 16 June 2008. The AD states it becomes effective on 23 June 2008. The AD carries the designation AD/EMB-145/5 and the publisher code "8/2008 DM."

• Optional terminating action: The AD records that Requirement 2 is an "optional terminating action" and that "compliance with Requirement 2 terminates the Requirement 1 repetitive inspections." That functional change,terminating repetitive inspections in exchange for a maintenance-plan revision,is an operational amendment to the aircraft’s maintenance regime effected by the AD; the AD text itself is the instrument by which that change is introduced. The AD does not indicate that Requirement 2 itself is subject to subsequent amendment beyond permitting ANAC-approved MRBR revisions.

No other amendments, variants, superseding directives, or subsequent AD revisions are recorded in the AD text supplied. The AD accordingly creates a fixed, dated linkage to specific documents (SB 145-28-0013; MRB-145/1150 Rev 10) and to ANAC approval as the gate for later changes, but it does not itself enumerate later amendments or superseding measures.

The AD source does not include any information about litigation. The text contains no references to judicial decisions, appeals, disputes, or case law arising from this directive. It does not report any challenges to the AD, contested enforcement actions, or litigation history involving operators, manufacturers or authorities.

Because the document supplied is the AD text itself, and because it does not recount or reference any legal proceedings, there is no litigation history available in this source to summarise. Any enquiries about legal challenges, case precedents, or administrative appeals involving AD/EMB-145/5 would require consultation of external records, court or tribunal decisions, or administrative files that are not part of the AD as provided.

Several practical and legal subtleties in the AD create compliance traps or administrative complexity unless operators pay attention to the precise wording.

1. Historical TIS cut‑off date is non‑intuitive: The initial inspection windows for Requirement 1 use the aircraft's total time in service (TIS) as recorded on 3 July 2001, the effective date of a revision to an ANAC AD. The AD requires operators to segment their fleets into cohorts based on that 2001 snapshot (less than 1,200 hours; between 1,200 and 4,000 hours; more than 4,000 hours). That choice creates two practical complications: (a) operators must be able to produce, or reconstruct, accurate TIS figures dated 3 July 2001 for each aircraft; and (b) aircraft placed into service after that date will need careful interpretation of which cohort and timing rule to apply under the AD’s text. The AD does not provide a worked example; the operator must perform the calculations.

2. Multiple timing regimes and conditional triggers: The AD contains different initial and repeat inspection intervals for distinct groups and for aircraft that have already replaced P/N 2C7-1 with P/N 2C7-4. For those aircraft that have already completed the P/N change, the AD prescribes an inspection interval of every 10,000 hours TIS "until Requirement 2 is accomplished." Operators that have partially converted fleets need to track which aircraft fall into which interval category and ensure scheduling compliance accordingly.

3. Requirement 2 is both optional and terminating: The AD allows operators to opt for Requirement 2 (revising the maintenance plan to include specified MRBR tasks) as a terminating action to Requirement 1. Two practical effects follow: (a) adopting Requirement 2 changes the operator's ongoing inspection obligations,operators must ensure their approval process for maintenance-plan changes is completed and documented so that the termination of repetitive inspections is valid; (b) until requirement 2 is formally implemented and accepted (and subject to the MRBR interval in force), operators remain bound by Requirement 1. Failure to obtain or document the maintenance‑plan amendment properly could leave an operator exposed to continuing inspection obligations despite having taken the MRBR tasks on internally.

4. Dependence on ANAC approval for later revisions: The AD accepts Embraer Service Bulletin 145-28-0013 and MRB-145/1150 Rev 10, and it allows "further revisions approved by ANAC." That creates a dependency on a foreign civil aviation authority's approvals for later revisions of these documents. If operators rely on later manufacturer-issued revisions that are not ANAC-approved, those revisions are not automatically acceptable under this AD text.

5. Narrow scope of the inspection task: The inspection required is visual, and the AD specifies the items to be checked (electrical pins and elastomeric inserts). Operators should note what is and is not required by the AD: it does not command replacement of all pumps as a precautionary matter, only replacement of "affected pumps" identified by inspection. That leaves room for judgment calls about what constitutes "affected" under the descriptive indicators (partially blackened portions, charring). Operators will need to document that inspection findings meet the AD's described defect indicators.

6. Documentation and traceability: The AD requires replacements to be performed "in accordance with Embraer Service Bulletin 145-28-0013 original issue, or further revisions approved by ANAC", and MRBR tasks to be added "as shown" in MRB-145/1150 Rev 10. That linkage means simply performing a task without demonstrable adherence to the referenced SB or MRBR wording and intervals may not constitute compliance. Operators should retain and reference the precise edition of any SB or MRBR revision used to comply, and maintain records showing ANAC approval where applicable.

7. Absence of enforcement detail in the AD: The AD sets technical requirements and an effective date but does not specify penalties or enforcement processes in the text provided. Operators should not assume that the AD itself contains the full compliance/enforcement framework; separate regulatory materials may specify enforcement modalities.

8. Potential ambiguity over EMB-135 mention: The document heading includes "Embraer EMB-135 and EMB-145 Series Aeroplanes", but the Applicability table lists only EMB-145 variants. Operators of EMB-135 types should not assume they are covered by this AD unless that type is explicitly listed in an authoritative applicability statement or other referenced material; the Applicability table is the operative list in this source.

9. Timing mismatch between signature and effective date: The AD is signed on 16 June 2008 and becomes effective on 23 June 2008. Operators must take note of the effective date for compliance scheduling and not rely on the signature date.

10. Parts numbering nuance: The AD treats the replacement of P/N 2C7-1 with P/N 2C7-4 as having a specific compliance consequence (longer interval) until Requirement 2 is done. Operators who have mixed fleets with different P/N installations will need to record and monitor P/N status per aircraft when scheduling inspections.

Taken together, these "gotchas" impose administrative, recordkeeping and decision-making burdens on operators; small errors in cohort assignment, documentation of ANAC approvals, or maintenance-plan revision sign‑off could lead to inadvertent non-compliance with the AD as written.

The AD lays out discrete steps and precise references. Following them in order, with documentary proof, will constitute compliance under the AD as written.

Step 1 , Determine applicability and aircraft cohort

• Confirm whether each aircraft is among the models listed in the Applicability table: EMB-145, EMB-145EP, EMB-145ER, EMB-145EU, EMB-145LR, EMB-145LU, EMB-145MK, EMB-145MP, EMB-145MR and EMB-145XR. The AD’s Applicability table is the operative list in this source.

• For each applicable aircraft, determine total time in service (TIS) as of 3 July 2001. This historical TIS figure determines the initial inspection window under Requirement 1 (see the AD’s Compliance entries a-c). If the aircraft's TIS on 3 July 2001 is unknown, reconstruct it from logbooks and maintenance records to establish which cohort applies.

• Note whether any aircraft have already replaced fuel pumps P/N 2C7-1 with P/N 2C7-4; those aircraft are subject to the alternative interval in subparagraph (d).

Step 2 , Perform Requirement 1 inspection per the AD timetable

• For aircraft in cohort (a): if TIS < 1,200 hours on 3 July 2001, perform an initial visual inspection "before the aircraft reaches 1,600 hours total TIS" and thereafter at every 1,200 hours TIS.

• For aircraft in cohort (b): if TIS was between 1,200 and 4,000 hours on 3 July 2001, perform an inspection "within the next 400 flight TIS" following the AD’s effective date, and thereafter at every 1,200 hours TIS.

• For aircraft in cohort (c): if TIS was more than 4,000 hours on 3 July 2001, perform an inspection "before the aircraft reaches 4,400 hours total TIS, or within the next 50 hours TIS, whichever occurs later," and thereafter at every 1,200 hours TIS.

• For aircraft in cohort (d): where all fuel pumps P/N 2C7-1 have already been replaced with P/N 2C7-4, perform inspections at every 10,000 hours TIS until Requirement 2 is accomplished.

• The inspection to be performed is a visual inspection of the electrical pins and elastomeric inserts of the electric fuel pumps on both wings. Operators should record the inspection findings, noting any partially blackened pins, signs of charring of the elastomeric inserts adjacent to and surrounding the pins, or other evidence of heating/arcing damage as described in the AD.

Step 3 , Replace affected pumps per the Service Bulletin

• If the inspection identifies an affected pump, replace the pump "as necessary, in accordance with Embraer Service Bulletin 145-28-0013 original issue, or further revisions approved by ANAC." Operators must ensure that the specific edition of the Service Bulletin used is either the original issue or an ANAC-approved later revision; retain documentation showing the edition and any approvals.

• Document part numbers and serial numbers for replaced pumps. If operators choose to replace P/N 2C7-1 assemblies fleetwide with P/N 2C7-4, document that status change per aircraft, because that yields the alternative inspection interval under subparagraph (d) of the AD.

Step 4 , Decide whether to elect the optional terminating action (Requirement 2)

• If electing Requirement 2, revise the aircraft-approved maintenance plan to include tasks 28-21-01-220-001-A00 and 28-27-01-220-001-A00 as set out in Appendix 2 Section A2.5.2 of MRB-145/1150 Revision 10 (or a later MRBR revision that has ANAC approval). The AD directs that the MRBR interval be adopted "with the interval stated in that document."

• Obtain any necessary approvals for the maintenance-plan revision required by the operator's national authority or the applicable regulatory process. The AD does not itself specify the approval paperwork, but the revision must be in the approved maintenance plan to effect the termination of the repetitive inspections.

• Once the maintenance-plan revision is in force and documented, the AD states that compliance with Requirement 2 terminates the repetitive inspections mandated by Requirement 1. Retain records demonstrating the maintenance-plan revision and, where applicable, ANAC approvals of MRBR revisions or service bulletins that were relied upon.

Step 5 , Recordkeeping and proof of compliance

• Keep detailed records of inspections (date, TIS at time of inspection, findings, photos if available), replacements (part numbers, serial numbers, conformity to SB 145-28-0013 edition), and maintenance-plan revisions (task numbers, MRBR edition, approval evidence).

• For any later service-bulletin or MRBR revision used to carry out replacements or maintenance-plan tasks, retain documentation that ANAC approved that revision, because the AD allows only ANAC-approved later revisions to be used.

Step 6 , Scheduling and fleet management

• For fleets with mixed P/N installations (some aircraft with 2C7-1, others already fitted with 2C7-4), maintain a per-aircraft log so that inspections are scheduled at the correct intervals per the AD’s subparagraphs and the special 10,000-hour interval for aircraft with P/N 2C7-4.

• For aircraft that were in service on or before 3 July 2001, ensure correct cohort classification and adjust inspection cadence accordingly. For aircraft placed in service after 3 July 2001, confirm how the AD applies; the AD’s compliance clauses are tied to that date and to the specified TIS thresholds.

Step 7 , Monitor for ANAC and Embraer documentation changes

• The AD permits later Service Bulletin and MRBR revisions only if ANAC has approved them. Monitor ANAC and Embraer channels for notices of approved revisions, and incorporate those documents into the maintenance strategy once approvals are demonstrated.

Step 8 , Communicate with maintenance organisations and part suppliers

• Ensure maintenance providers understand the AD’s inspection criteria (pins and elastomeric inserts), replacement standards (Service Bulletin compliance), and documentation needs (ANAC approvals, MRBR task wording and intervals).

• If electing to replace P/N 2C7-1 with P/N 2C7-4 proactively to benefit from the 10,000-hour interval, obtain and document conformity of the replacement to Embraer and ANAC-accepted procedures.

Following these steps aligns an operator with the procedural language of the AD as supplied. The AD clarifies that adoption of Requirement 2 (MRBR tasks) terminates the repetitive inspections; operators must therefore ensure that any maintenance‑plan revision is properly authorised and documented to rely on that terminating action.