FAA Proposes Tecnam P2006T Engine Shock-Mount Replacement
A 5 November 2026 NPRM would require replacement of Tecnam P2006T shock mounts in batches 49-24 and 11-25. Comments close 21 December. No effective date is set.
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Updated November 10, 2026
4 min read
News. The FAA has proposed an airworthiness directive for all Costruzioni Aeronautiche Tecnam S.P.A. Model P2006T airplanes. The notice of proposed rulemaking was published on 5 November 2026 as Federal Register document 2026-22564, at 91 FR 69730. It is a proposal. Comments are due 21 December 2026. The notice does not set an effective date.
The docket is FAA-2026-13799, Project Identifier MCAI-2026-00336-A, signed 2 November 2026. A same-day Airbus overhead-bin proposal is a different product and is not part of this note.
Which airplanes and which parts
Paragraph (c) would apply to every Tecnam Model P2006T certificated in any category. The FAA says the related EASA AD 2026-0071, dated 31 March 2026, also covers the P2006T NG. This proposal leaves the NG out because that model does not have an FAA type certificate.
The affected part is a non-conforming engine shock mount with part number CONO21-BS and batch number 49-24 or 11-25. A serviceable part is an engine shock mount that is not an affected part. Group 1 airplanes are those with an affected part installed. Group 2 airplanes are those that are not in Group 1. The subject code is JASC 7120, Engine Mount Section. No earlier AD is superseded.
The FAA says a report of damage on the engine-mount structure was caused by defective non-conforming engine shock mounts. The agency is proposing the AD to detect and address those mounts. The unsafe condition it describes, if not addressed, could result in the engine disconnecting from the airplane structure and loss of control of the airplane.
What a final rule would require
The proposed text ties the clocks to the effective date of the AD. That date does not exist in this notice.
For Group 1, within 25 hours time-in-service or 30 days after the effective date, whichever occurs first, each engine installed with an affected part would have its engine shock mounts replaced with serviceable parts. The method is steps 1 through 6 in Appendix A of Tecnam Service Bulletin SB 969-CS-Ed. 3, Rev. 1, dated 3 April 2026. Concurrently, paragraph (h)(2) would require a detailed inspection of that engine-mount structure under step 7 of the same appendix. If that inspection finds a deficiency the bulletin identifies as "not acceptable," paragraph (h)(3) would require replacement of that engine mount before next flight, using steps 6 and 7.
For Group 1 and Group 2, paragraph (i) would prohibit installation of an affected engine shock mount on any airplane as of the effective date.
Paragraph (j) would give credit for the paragraph (h) actions if they were done before the effective date using Tecnam Service Bulletin SB 969-CS-Ed. 3 Rev. 0, dated 27 January 2026.
The cost table treats "inspect engines" as the baseline action and lists both replacements as on-condition costs. Paragraph (h)(1) still requires the shock-mount replacement on Group 1 inside the 25-hour or 30-day window. Engine-mount replacement is before next flight only when step 7 finds a deficiency marked not acceptable.
The printed U.S. cost estimate
The FAA estimates that the AD, if adopted as proposed, would affect 131 airplanes of U.S. registry.
The inspection row is printed as 1.5 work-hours times $85 per hour. The labour cell shows $127 per engine. The cost-per-product cell shows $127.50 per engine, with parts at $0. The cost on U.S. operators is printed as $16,702.50, and that cell is also labeled per engine. On-condition replacement of four shock mounts per engine is printed as 2 work-hours, $170 in labour, plus $520 in parts, $690 per engine. Engine-mount replacement is printed as 8 work-hours, $680 in labour, plus $2,980 in parts, $3,660 per engine. The FAA says it has no way of determining how many airplanes might need those replacements, and that the manufacturer indicates some of the proposed costs may be covered under warranty.
What to watch
- Batch and part number. The affected population in the proposed text is CONO21-BS from batch 49-24 or 11-25, not every P2006T shock mount.
- The final-rule clock. The 25-hour or 30-day replacement, the concurrent mount inspection, and the installation ban all wait on an effective date this NPRM does not set.
- The NG model. P2006T NG airplanes stay outside this FAA proposal on the type-certificate point the notice states.
