|Quoting Bennett123 (Reply 1):|
Try FAA AD 2005-07-07.
|Quoting GoogleBoy (Reply 2):|
The French Airworthiness Authorities (the DGAC) do not specify in their directive the reference SRM (Structural Repair Manual) pages to check for damage limits on rudder hinges and dents in the composite sandwich panels. This means that the inspector does not have the baseline limits to compare with his observations of damages on the hinges. How is he going to determine if he should report the damage to the OEM (Airbus)?
|Quoting VC-10 (Reply 3):|
You inspect for damage, if you find any, you refer to the SRM. If it is within SRM limits all well and good. If it is outside limits you inform your structures department who may contact AI if it is outside their experience or if there is a requirement to.
|Quoting NAV20 (Reply 5):|
If a rudder was suffering from 'fatigue' you would expect it to fail eventually. But common sense says that the failure would most likely occur at a moment when the rudder was subjected to a fair amount of strain - not in normal flight, with the autopilot engaged.
|Quoting Bennett123 (Reply 7):|
I think that if they knew or suspected a particular component then the AD would be more specific. If these checks turn up something then there may be another AD.
|Quoting Bennett123 (Reply 9):|
|Quoting GoogleBoy (Reply 4):|
but the point here is that the DGAC did not refer to the appropriate Section of the SRM to check observations against the damage limits of the manual. Isn't odd, wouldn't you convene?
|Quoting GoogleBoy (Reply 6):|
Now, picture this: You get induced fuselage vibrations from the aft end of the fuselage and you couple that vibration with that of the huge tail. Guess what?
|Quoting VC-10 (Reply 11):|
|Quoting Avionics (Reply 14):|
(beyond the fact
that all three aircraft experienced damage to rear lugs of
the vertical stabilizer).