AD 2026-19-06

This AD is effective October 13, 2026. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of October 13, 2026. The FAA must receive comments on this AD by November 12, 2026.

You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods:

• Federal eRulemaking Portal: Go to regulations.gov. Follow the instructions for submitting comments.

• Fax: (202) 493-2251.

• Mail: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.

• Hand Delivery: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.

AD Docket: You may examine the AD docket at regulations.gov under Docket No. FAA-2026-11784; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this final rule, the mandatory continuing airworthiness information (MCAI), any comments received, and other information. The street address for Docket Operations is listed above.

Material Incorporated by Reference:

• For Tecnam material identified in this AD, contact Tecnam, Via Maiorise, 81043 Capua CE, Italy; phone: +39 0823 997538; email: technical.support@tecnam.com; website: tecnam.com.

• You may view this material at the FAA, Airworthiness Products Section, Operational Safety Branch, 1100 Main, Kansas City, MO 64105. For information on the availability of this material at the FAA, call (817) 222-5110. It is also available at regulations.gov under Docket No. FAA-2026-11784.

Anthony Kenward, Aviation Safety Engineer, FAA, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; phone: (817) 222-5152; email: anthony.b.kenward@faa.gov.

The FAA invites you to send any written data, views, or arguments about this final rule. Send your comments using a method listed under the ADDRESSES section. Include “Docket No. FAA-2026-11784; Project Identifier MCAI-2026-00700-A” at the beginning of your comments. The most helpful comments reference a specific portion of the final rule, explain the reason for any recommended change, and include supporting data. The FAA will consider all comments received by the closing date and may amend this final rule because of those comments.

Except for Confidential Business Information (CBI) as described in the following paragraph, and other information as described in 14 CFR 11.35, the FAA will post all comments received, without change, to regulations.gov, including any personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this final rule.

CBI is commercial or financial information that is both customarily and actually treated as private by its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public disclosure. If your comments responsive to this AD contain commercial or financial information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this AD, it is important that you clearly designate the submitted comments as CBI. Please mark each page of your submission containing CBI as “PROPIN.” The FAA will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this AD. Submissions containing CBI should be sent to Anthony Kenward, Aviation Safety Engineer, FAA, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking.

The European Union Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Union, has issued EASA AD 2026-0124, dated July 1, 2026 (also referred to as the MCAI), to correct an unsafe condition on certain Tecnam Model P2006T and P2006T NG airplanes. The MCAI states that an occurrence was reported of partial detachment of the left aileron of a Tecnam Model P2006T airplane. The initial investigation revealed that the hinge pin of the outboard hinge was missing, resulting in partial detachment of the aileron. Further investigation revealed that the hinge pin could have migrated out from the aileron hinge assembly due to a missing or broken cotter pin, which allowed the outboard aileron hinge halves to separate. Based on design, there should be a cotter pin installed on the ends of the hinge pins to secure their position. During further fleet inspections on two other airplanes, broken and improperly installed cotter pins were found, and cracks were discovered in some of the aileron hinges. This could result in a migrated hinge pin which, if not detected and corrected, could lead to detachment of an aileron, possibly resulting in loss of control of the airplane. The MCAI requires a one-time detailed visual inspection of the affected aileron hinges for cracks or damage and cotter pins for improper installation and, depending on the findings, applicable corrective action.

You may examine the MCAI in the AD docket at regulations.gov under Docket No. FAA-2026-11784.

The FAA reviewed Tecnam Service Bulletin No. SB 995-CS-Ed. 1 Rev. 2, dated September 18, 2026 (Tecnam SB 995-CS-Ed. 1 Rev. 2). This material specifies procedures for performing a one-time detailed visual inspection of the inboard and outboard aileron hinges and associated cotter pins to check the hinges for cracks or damage and the cotter pins for proper installation and integrity ( e.g., installed at both ends of each hinge pin, heads firmly seated with no evidence of looseness). This material also specifies procedures for replacing and securing discrepant cotter pins and contacting Tecnam for further instructions if cracked or damaged aileron hinges are found. This material is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section.

These products have been approved by the civil aviation authority of another country and are approved for operation in the United States. Pursuant to the FAA's bilateral agreement with this State of Design Authority, that authority has notified the FAA of the unsafe condition described in the MCAI and material referenced above. The FAA is issuing this AD after determining that the unsafe condition described previously is likely to exist or develop on other products of the same type design.

This AD requires accomplishing the actions specified in the material already described, except as discussed under “Differences Between this AD and the Referenced Material.”

The MCAI applies to Tecnam Model P2006T NG airplanes, but this AD does not because this model does not have an FAA type certificate.

The MCAI and referenced material specify to contact the manufacturer for approved repair instructions if it is determined during an inspection that there is any discrepancy detected as described in the referenced service material. This AD instead requires doing repairs in accordance with a method approved by the FAA; EASA; or Tecnam's EASA Design Organization Approval (DOA). If approved by the DOA, the approval must include the DOA-authorized signature.

Although Tecnam SB 995-CS-Ed. 1 Rev. 2 specifies reporting certain information to the manufacturer, this AD does not require that reporting.

The FAA considers that this AD is an interim action. If final action is later identified, the FAA might consider further rulemaking.

Section 553(b) of the Administrative Procedure Act (APA) (5 U.S.C. 551 et seq.) authorizes agencies to dispense with prior notice and comment procedures for rules when the agency, for “good cause,” finds that those procedures are “impracticable, unnecessary, or contrary to the public interest.” Under this section, an agency, upon finding good cause, may issue a final rule without providing notice and seeking comment prior to issuance. Further, section 553(d) of the APA authorizes agencies to make rules effective in less than thirty days, upon the finding of good cause.

An unsafe condition exists that requires the immediate adoption of this AD without providing an opportunity for public comments prior to adoption. The FAA has found that the risk to the flying public justifies forgoing notice and comment prior to adoption of this rule. Missing aileron hinges or cotter pins, and cracked, damaged, or improperly installed aileron hinges or cotter pins can allow hinge pins to migrate out of the hinge assembly, which could result in detachment of the aileron. This represents a single-point failure with the potential for a catastrophic event, as detachment of a primary flight-control surface could result in loss of roll control, loss of airplane controllability, and loss of the airplane and occupants. Additionally, the compliance time in this AD is shorter than the time necessary for the public to comment before publication of the final rule. Accordingly, notice and opportunity for prior public comment are impracticable and contrary to the public interest pursuant to 5 U.S.C. 553(b).

In addition, the FAA finds that good cause exists pursuant to 5 U.S.C. 553(d) for making this amendment effective in less than 30 days, for the same reasons the FAA found good cause to forgo notice and comment.

The requirements of the Regulatory Flexibility Act (RFA) do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment. Because the FAA has determined that it has good cause to adopt this rule without prior notice and comment, RFA analysis is not required.

The FAA estimates that this AD affects 102 airplanes of U.S. registry.

The FAA estimates the following costs to comply with this AD:

The FAA estimates the following costs to do any necessary replacement that would be required based on the results of the inspection. The agency has no way of determining the number of airplanes that might need this replacement:

The on-condition hinge repair that may be needed as a result of the inspection could vary from airplane to airplane. The FAA has received no data to determine the costs to accomplish the repair or the number of airplanes that may require hinge repair.

Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. Subtitle VII: Aviation Programs describes in more detail the scope of the Agency's authority.

The FAA is issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701: General requirements. Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action.

This AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government.

For the reasons discussed above, I certify that this AD:

(1) Is not a “significant regulatory action” under Executive Order 12866, and

(2) Will not affect intrastate aviation in Alaska.

Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows:

1. The authority citation for part 39 continues to read as follows:

2. The FAA amends § 39.13 by adding the following new airworthiness directive: