{"id":"F2005L01033","name":"AD/TBM 700/40 - Floor Panels and Cargo Strap Rings Attachment","slug":"ad-tbm-700-40-floor-panels-and-cargo-strap-rings-attachment","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":34563,"registerId":"commonwealth-F2005L01033-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Aerospatiale (Socata) TBM 700 Series Aer","sectionType":"division","heading":"Aerospatiale (Socata) TBM 700 Series Aeroplanes","content":"### Aerospatiale (Socata) TBM 700 Series Aeroplanes\n\n| AD/TBM 700/40 | Floor Panels and CargoStrap Rings Attachment | 6/2005 |\n| ------------- | -------------------------------------------- | ------ |\n\n| Applicability: | Models TBM 700 B and C aircraft variants, with serial numbers 126, 129, 137, 143 through 145, 148 through 268, 270 through 295, 298, and 299.                                                                                                                                 |\n| -------------- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | Replace the cargo floor panel single lug anchor nuts and the two rear strap rings in accordance with the Accomplishment Instructions of SOCATA Service Bulletin TBM 700 No. 70-125.Note: DGAC AD F-2005-050 refers.                                                           |\n| Compliance:    | At the next 600 hour inspection after 9 June 2005, but not later than 28 February 2006.                                                                                                                                                                                       |\n|                | This Airworthiness Directive becomes effective on 9 June 2005.                                                                                                                                                                                                                |\n| Background:    | During production, single lug 5mm diameter anchor nuts were installed in lieu of 4.8 mm anchor nuts. As a consequence, some cargo compartment floor panels and rear strap ring anchor nuts may loosen, with resultant premature deterioration of the self-locking capability. |\n\n![](image.001.png)  \nDavid Villiers  \nDelegate of the Civil Aviation Safety Authority\n\n26 April 2005","sortOrder":0},{"sectionNumber":"AD/TBM 700/40","sectionType":"part","heading":"AD/TBM 700/40","content":"## AD/TBM 700/40","sortOrder":1},{"sectionNumber":"Floor Panels and CargoStrap Rings Attach","sectionType":"part","heading":"Floor Panels and CargoStrap Rings Attachment","content":"## Floor Panels and Cargo  \nStrap Rings Attachment","sortOrder":2},{"sectionNumber":"6/2005","sectionType":"part","heading":"6/2005","content":"## 6/2005","sortOrder":3}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a standard airworthiness directive addressing a specific manufacturing defect. The scope remains tightly focused on the identified safety issue with cargo floor anchor nuts in specific aircraft serial numbers. No scope creep is evident."},"complexity_factors":["Single, specific technical requirement with clear applicability criteria","Only 4 defined applicability parameters (model variants and serial number ranges)","One cross-reference to a French aviation authority directive (DGAC AD F-2005-050) and one manufacturer service bulletin","Simple compliance deadline structure (time-based or calendar-based, whichever comes first)","No nested exceptions, conditional logic, or interpretive provisions","Straightforward background explanation of manufacturing defect"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA) for specific aircraft.\n\n**What it does:**\nOrders owners and operators of certain Socata TBM 700 aircraft to replace faulty cargo floor panel anchor nuts and rear strap rings. The wrong size nuts (5mm instead of 4.8mm) were installed during manufacturing, which can cause them to loosen over time and fail to stay tight.\n\n**Who it affects:**\nOwners and operators of TBM 700 B and C model aircraft with specific serial numbers (126, 129, 137, 143-145, 148-268, 270-295, 298, and 299).\n\n**Why it matters:**\nLoose anchor nuts in the cargo compartment could cause the floor panels or cargo tie-down rings to fail. This creates a safety risk if cargo shifts during flight or if the floor structure deteriorates unexpectedly.\n\n**What must be done:**\n- Replace the single lug anchor nuts on cargo floor panels\n- Replace the two rear strap rings\n- Follow the specific instructions in Socata Service Bulletin TBM 700 No. 70-125\n\n**When it must be done:**\nBy the next 600-hour maintenance inspection after 9 June 2005, but no later than 28 February 2006."},"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"},"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"The AD is narrowly focused on correcting an identified production error (incorrect 5.0 mm anchor nuts fitted instead of 4.8 mm). It requires a single remedial action for a defined set of serial numbers and a fixed compliance window. There is no evidence in this text that the directive expanded beyond that original safety correction purpose; it implements that purpose directly and without added policy instruments or broader regulatory reach."},"complexity_factors":["Narrow applicability limited to TBM 700 B and C with a specific list of serial numbers (concrete list increases administrative matching effort)","Single required corrective action: replace single‑lug anchor nuts and two rear strap rings (simple, one technical fix)","Requirement references an external document: SOCATA Service Bulletin TBM 700 No. 70‑125 (cross‑reference to manufacturer instructions)","Compliance timing has two conditions: at next 600‑hour inspection after 9 June 2005, but with an absolute latest date of 28 February 2006 (two trigger rules)","Short effective window and explicit effective date (9 June 2005) — creates scheduling pressure for operators","Cross‑reference to a foreign regulator’s AD (DGAC AD F‑2005‑050) — additional certification context but no extra procedural layers","Limited number of operative clauses and no nested exceptions or alternative compliance methods"],"plain_english_summary":"**What this directive does (mechanically)**\n\n- Requires replacement of the cargo floor panel single-lug anchor nuts and the two rear cargo strap rings on a defined set of Aerospatiale (Socata) TBM 700 B and C aeroplanes.\n- The replacement must be carried out in accordance with the “Accomplishment Instructions” of SOCATA Service Bulletin TBM 700 No. 70-125 (i.e. follow the manufacturer’s prescribed procedure and parts).\n- The work must be done at the next 600‑hour inspection after 9 June 2005, but no later than 28 February 2006. The directive became effective on 9 June 2005.\n\n**Who is affected**\n\n- Owners and operators of TBM 700 B and C aircraft with the specific serial numbers listed (126, 129, 137, 143–145, 148–268, 270–295, 298, and 299).\n- Maintenance organisations and certified mechanics who perform the 600‑hour inspections and the required replacements.\n- The Civil Aviation Safety Authority (CASA) and the aircraft’s continuing airworthiness managers for compliance oversight and recordkeeping.\n\n**Why it matters (stated problem and mechanical risk)**\n\n- During production, some aircraft were fitted with 5.0 mm single‑lug anchor nuts instead of the specified 4.8 mm anchor nuts.\n- The larger anchor nuts have, in some cases, loosened and caused premature loss of the self‑locking feature (the nut’s ability to resist loosening). That can reduce the security of cargo floor panels and strap rings, increasing the risk that those items could become unsecured in service.\n\n**Implementation mechanics and immediate effects**\n\n- Operators must plan the replacement into the next scheduled 600‑hour inspection window (or earlier if they choose), obtain the parts and follow the SOCATA service bulletin for the correct installation method.\n- Costs fall on the aircraft owner/operator: parts, labour, and the incremental downtime while the work is done.\n- The AD references the manufacturer’s service bulletin as the required procedure; that ties compliance to the parts and methods specified by SOCATA.\n\n**Testing the stated purpose against practical effects, incentives and trade-offs**\n\n- Source’s stated purpose: remove incorrectly sized anchor nuts and replace affected strap rings to restore reliable self‑locking and mechanical security (quoted in Background and Requirement). The directive implements that correction directly (Requirement).\n\n- Who pays: aircraft owners/operators pay for parts and the labour to replace the nuts and strap rings. There is no indication of a reimbursement programme in the directive.\n\n- Who decides and enforces: the maintenance organisation/certified mechanic does the work to the manufacturer’s instructions; CASA (through its delegate system) enforces compliance and records.\n\n- Behavioural effect on operators: schedule and perform the replacement during the specified inspection window; possibly accelerate inspections if they prefer earlier compliance.\n\n- Compliance burden and implementation risk: the directive is narrow and prescriptive, but requires sourcing specific parts and following the service bulletin. The main burdens are procurement of parts, available maintenance slots, and short‑term aircraft downtime. There is some operational risk if the service bulletin is not properly followed (residual loosening) or if incorrect replacement parts are used.\n\n- Market and competitive effects: the directive channels the repair method to the SOCATA service bulletin, which means parts and procedures will most likely be procured from the manufacturer or approved suppliers. This is a standard airworthiness enforcement mechanism; it imposes a small procurement constraint but no direct restriction on operators’ choice of maintenance provider so long as they meet the specified instructions and regulatory approval for parts/methods.\n\n- Concentrated benefits and diffuse costs: safety benefit (reduced risk of loose cargo fittings) accrues to operators, passengers and third parties who might be affected by equipment failure; cost is concentrated on the identified owners/operators of the specific serial numbers.\n\n**Reference signals in the instrument**\n\n- The AD mandates action by reference to SOCATA Service Bulletin TBM 700 No. 70‑125 (Requirement).\n- It sets a firm compliance window pegged to the next 600‑hour inspection after 9 June 2005 but with a hard deadline of 28 February 2006 (Compliance).\n- It notes a related French DGAC airworthiness directive (DGAC AD F‑2005‑050), indicating the foreign regulator issued a corresponding mandate (Compliance/Note)."}},"importantCases":[],"_links":{"self":"/api/acts/ad-tbm-700-40-floor-panels-and-cargo-strap-rings-attachment","history":"/api/acts/ad-tbm-700-40-floor-panels-and-cargo-strap-rings-attachment/history","analysis":"/api/acts/ad-tbm-700-40-floor-panels-and-cargo-strap-rings-attachment/analysis","conflicts":"/api/acts/ad-tbm-700-40-floor-panels-and-cargo-strap-rings-attachment/conflicts","importantCases":"/api/acts/ad-tbm-700-40-floor-panels-and-cargo-strap-rings-attachment/important-cases","documents":"/api/acts/ad-tbm-700-40-floor-panels-and-cargo-strap-rings-attachment/documents"}}