{"id":"F2009L00517","name":"AD/TBM 700/51 - Wiring Harness Inspection","slug":"ad-tbm-700-51-wiring-harness-inspection","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":77183,"registerId":"commonwealth-F2009L00517-current","compilationNumber":null,"startDate":"2026-04-02","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 700/51 | Wiring Harness Inspection | 3/2009 |\n| ------------- | ------------------------- | ------ |\n\n| Applicability: | Model TBM700 N aeroplanes serial numbers 434 to 478 inclusive. |\n| -------------- | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| | Note 1: TBM 850 is the commercial designation of the TBM700 N. |\n| Requirement: | 1. Inspect for condition and routing of the electrical wiring harness at frame C14 and between frames C16 and C17, in accordance with the accomplishment instructions of EADS SOCATA Service Bulletin (SB) 70-163-92 dated November 2008 or later revision approved by the European Aviation Safety Agency (EASA). |\n| | 2. If any discrepancy in the harness routing or any chafed wire is found, repair and re-route the electrical harness as instructed in the SB 70-163-92 or later revision approved by the EASA. |\n| | Note 2: EASA AD 2009-0006 refers. |\n| Compliance: | For Requirement 1 - Within 100 hours time in service or 12 months, whichever occurs first, after the effective date of this Directive. |\n| | For Requirement 2 - Before further flight after the Requirement 1 inspection. |\n| | This Airworthiness Directive becomes effective on 12 March 2009. |\n| Background: | A damaged wiring harness which caused the air conditioning system circuit breaker to trip and evidencing a local overheating has been found on an in-service aircraft. The investigation revealed that the damage (chafed wires) found on the wiring harness resulted from an interference with the under-floor attachment fittings of the cabin partition net which was due to an incorrect routing of the harness while on the production line.Such conditions could result in an electrical short and potential loss of several functions essential for the safety of flight. |\n\n![](image.001.png) \nJames Coyne \nDelegate of the Civil Aviation Safety Authority\n\n27 January 2009","sortOrder":0},{"sectionNumber":"AD/TBM 700/51","sectionType":"part","heading":"AD/TBM 700/51","content":"## AD/TBM 700/51","sortOrder":1},{"sectionNumber":"Wiring Harness Inspection","sectionType":"part","heading":"Wiring Harness Inspection","content":"## Wiring Harness Inspection","sortOrder":2},{"sectionNumber":"3/2009","sectionType":"part","heading":"3/2009","content":"## 3/2009","sortOrder":3}],"analysis":{"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"This directive is narrowly focused on a specific unsafe condition (incorrect harness routing and chafing) for a defined set of TBM700 N serial numbers. It does not expand the regulated population or introduce new regulatory powers; it mandates inspection and corrective action in accordance with an existing manufacturer service bulletin and EASA approval. The only mechanism that could broaden scope slightly is the allowance to use a later EASA‑approved revision of the service bulletin, which affects which repair procedure is authorised but does not materially change the population subject to the directive or the core requirement to inspect and repair."},"complexity_factors":["Short document (one-page style directive)","Applicability limited to a narrow aircraft population (TBM700 N serials 434–478)","Only two operative requirements (inspect; repair if discrepancy found)","Single external service bulletin referenced: SB 70-163-92 (with allowance for later EASA-approved revisions)","One cross-reference to an EASA AD (EASA AD 2009-0006)","Simple compliance window with two alternatives (100 hours time-in-service or 12 months)","Single safety-critical consequence: repair before further flight","Minor administrative complexity from requirement to use ‘later revision approved by EASA’ (version-tracking)"],"plain_english_summary":"**What this instrument changes (mechanics)\n\n- Who it applies to: Owners/operators of Aerospatiale (Socata) TBM 700 N (commercially TBM 850) aeroplanes with serial numbers 434–478 inclusive. (Applicability)\n\n- What it requires:\n - Requirement 1: Inspect the condition and routing of the electrical wiring harness at frame C14 and between frames C16 and C17, following the steps in EADS SOCATA Service Bulletin (SB) 70-163-92 (or any later revision approved by the European Aviation Safety Agency (EASA)). (Requirement 1)\n - Requirement 2: If you find incorrect routing or any chafed wire, repair and re-route the harness as instructed in SB 70-163-92 (or later EASA-approved revision). Repairs must be done before the aircraft flies again. (Requirement 2)\n\n- When it must be done: The inspection must be completed within 100 hours time-in-service or 12 months after the directive’s effective date, whichever comes first. Any required repairs must be completed before further flight. (Compliance)\n\n- Authoritative references: The directive relies on EADS SOCATA SB 70-163-92 for detailed instructions and cross-references EASA AD 2009-0006. (Requirement, Note 2)\n\n\nWhy the regulator ordered this (official rationale)\n\n- Background: An in-service TBM was found with a wiring harness damaged by chafing; the damage tripped an air-conditioning circuit breaker and showed local overheating. Investigation attributed the chafing to incorrect routing of the harness at production, causing interference with under-floor attachment fittings of the cabin partition net. The regulator says this could lead to electrical shorting and loss of multiple functions relevant to flight safety. (Background)\n\n\nTesting the rationale against costs, incentives and implementation mechanics\n\n- Who pays: Aircraft owners/operators bear the cost of the inspection and any repairs (parts, labour, downtime). (Requirement 1, Requirement 2, Compliance)\n\n- Who decides and how: The Civil Aviation Safety Authority issued this airworthiness directive (a regulator-mandated corrective action). The detailed method is delegated to the manufacturer service bulletin (SB 70-163-92) and any later revision must be approved by EASA. This creates two layers of decision-making: the regulator sets the requirement and the SB (and EASA) specify the method. (Requirement 1; Note 2)\n\n- Behaviour changes required: Operators must schedule and perform the inspection within the specified time window, and must not fly if a discrepancy is found until the harness is repaired and re-routed per the SB. (Requirement 1, Requirement 2, Compliance)\n\n- Compliance burden and implementation risk:\n - The directive is narrowly targeted (specific serial numbers and specific wiring locations), so the inspection is likely straightforward, but it requires access to under-floor areas and competent maintenance personnel.\n - The instruction to use the SB or any later EASA-approved revision means operators must ensure they are using the currently approved SB version; this imposes a minor administrative tracking burden.\n - Repairs may result in aircraft downtime and parts/labour costs; small operators may feel these costs more acutely than larger operators.\n\n- Market effects and private enterprise impact:\n - Independent approved maintenance organisations (AMOs) can perform the inspections and repairs subject to their approvals; the directive likely creates near-term demand for those services.\n - There is no direct effect on competition or ownership; the AD imposes a compliance cost on affected aircraft regardless of operator size.\n\n- Trade-offs and opportunity costs:\n - The directive trades owner/operator time and money (inspection and repair) for reduced risk of in-flight electrical failures. The SB-driven repair method standardises the fix but may constrain alternative repair solutions unless likewise approved by EASA.\n\n- Concentrated benefits vs diffuse costs:\n - Benefits are concentrated on the specific fleet of serial-numbered aircraft (safer operation for those aircraft). Costs are concentrated on owners/operators of those aircraft. Broader aviation stakeholders are only indirectly affected.\n\n\nBottom line (practical effect)\n\n- If you operate a TBM700 N with serial number 434–478, you must have the wiring harness at the specified frames inspected within 100 flight hours or 12 months and repair any chafing or incorrect routing before flying again, following the manufacturer’s SB (or its later EASA-approved revision). Failure to comply would mean the aircraft is not meeting regulator-mandated airworthiness requirements. (Applicability, Requirement 1, Requirement 2, Compliance)"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope — addressing a specific manufacturing defect in a limited production run of aircraft. It has not expanded beyond its initial safety purpose."},"complexity_factors":["Single, specific aircraft model and narrow serial number range (434-478)","Two straightforward requirements: inspect, then repair if needed","Clear compliance deadlines with simple alternative triggers (100 hours OR 12 months)","Only one external document reference (Service Bulletin 70-163-92)","No defined terms section, no nested exceptions, no conditional logic beyond the basic 'if found, then repair' structure","Total length is approximately 300 words"],"plain_english_summary":"Owners/operators of Socata TBM 700 N (TBM 850) aeroplanes serial numbers 434–478 must inspect wiring harnesses near frames C14 and C16–C17 for damage/improper routing, and repair any defects before flight. This AD responds to discovered wiring chafing that caused overheating and a tripped circuit breaker, risking electrical shorts and loss of systems. Inspections are required within 100 flight hours or 12 months after 12 March 2009, following Service Bulletin SB 70‑163‑92 or a later EASA‑approved revision."},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/ad-tbm-700-51-wiring-harness-inspection","history":"/api/acts/ad-tbm-700-51-wiring-harness-inspection/history","analysis":"/api/acts/ad-tbm-700-51-wiring-harness-inspection/analysis","conflicts":"/api/acts/ad-tbm-700-51-wiring-harness-inspection/conflicts","importantCases":"/api/acts/ad-tbm-700-51-wiring-harness-inspection/important-cases","documents":"/api/acts/ad-tbm-700-51-wiring-harness-inspection/documents"}}