The FAA has proposed an airworthiness directive for all 131 U.S.-registered Tecnam P2006T airplanes after non-conforming engine shock mounts damaged an engine mount structure, following EASA AD 2026-0071. Comments are due December 21, 2026. FLEX AI™ complements required inspections and does not replace this proposed AD or any inspection in it.
About $127.50 per engine to inspect. About $3,660 per engine if the engine mount itself has to be replaced. Those are the FAA's own numbers for a proposed airworthiness directive on the Tecnam P2006T, and the gap between them says a lot about how small parts behave on airplanes.
On November 5, 2026, the Federal Register published a Federal Aviation Administration notice of proposed rulemaking (NPRM) for all Costruzioni Aeronautiche Tecnam S.P.A. Model P2006T airplanes, certificated in any category. Comments are open until December 21, 2026.
The NPRM (Federal Register Doc. 2026-22564; Docket No. FAA-2026-13799; Project Identifier MCAI-2026-00336-A; RIN 2120-AA64) follows EASA AD 2026-0071, dated March 31, 2026. EASA issued its directive after a report of damage on the engine mount structure caused by defective, non-conforming engine shock mounts that had been installed.
The FAA states the risk plainly: if not addressed, the condition could result in the engine disconnecting from the airplane structure and loss of control of the airplane.
The parts in question are engine shock mounts with part number CONO21-BS from batch number 49-24 or 11-25. The EASA directive also covers the P2006T NG. The FAA proposal does not, because that model does not have an FAA type certificate.
A small component that did not meet specification led to damage on the structure it was attached to.
The proposed AD relies on Tecnam Service Bulletin SB 969-CS-Ed. 3, Rev. 1, dated April 3, 2026, which describes how to inspect for and identify the non-conforming shock mounts, and adds a detailed visual inspection of each engine-mount tubular structure on any engine where one is found. In plain terms, the proposal would:
The NPRM also gives credit for work already done using the earlier revision of the bulletin, SB 969-CS-Ed. 3 Rev. 0, dated January 27, 2026.
The FAA estimates the proposal would affect 131 airplanes of U.S. registry. Its cost figures are worth reading closely because they show how quickly a small part can become a structural repair:
The FAA notes it has no way to determine how many airplanes will need replacements, and that according to the manufacturer some costs may be covered under warranty. Even so, the pattern is clear. A shock mount is an inexpensive part. The structure it protects is not.
What stands out to me is the root cause. Nothing in this proposal points to a design flaw in the engine mount or to an operator doing something wrong. It points to parts that did not meet specification getting into the supply chain and onto airplanes, and then doing damage to the structure they were installed on.
That is a familiar story in maintenance. The cheapest part on the airplane can start the most expensive conversation. A batch number is easy to overlook on a receiving bench, and once a part is installed, the airplane does not announce that it is wrong. The damage shows up later, on something bigger.
It is also a reminder of why conformity discipline matters so much in general aviation, where many P2006T operators are flight schools, charter outfits and small fleets running tight schedules. Receiving inspection, traceability records and batch tracking are not paperwork for its own sake. In this case they are the difference between a short inspection and an engine mount replacement.
Well-run shops will handle this the way they handle every directive: pull the records, identify which engines carry shock mounts from the affected batches, order serviceable parts early, and plan the detailed inspection alongside the replacement so the airplane is not down twice. Many will also take the chance to tighten how they verify part numbers and batch numbers at receiving, before a part ever reaches an airplane. That kind of discipline keeps aircraft safe, and no sensor replaces it.
At Platinum Eagle Aerospace we spend our time on what structures go through between checks, because that history is often missing when engineers and mechanics are asked to make a call. FLEX AI™ measures strain and temperature today.
To be clear about scope: FLEX AI™ complements required inspections. It does not check part conformity, shock mounts or engine mounts, and it does not replace this proposed AD, any inspection in it, or any airworthiness directive.
We are pursuing an FAA STC for FLEX AI™. Platinum Eagle Aerospace is ISO 9001 certified and is working toward AS9100.
How does your shop confirm conformity on small parts before they go on the airplane? I would like to hear what works in practice.
Source: Federal Register, "Airworthiness Directives; Costruzioni Aeronautiche Tecnam S.P.A. Airplanes," Doc. 2026-22564, notice of proposed rulemaking published November 5, 2026, comments due December 21, 2026; EASA AD 2026-0071. This article summarizes a public regulatory document for general information and is not maintenance or compliance guidance. The proposal may change before a final rule. Always follow the applicable AD and approved manufacturer material.
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