AD/CESSNA 206/61 - Main Electrical Power Junction Box

The Directive directly affects owners and operators of the specified Cessna 206H and T206H aeroplanes listed by serial number. That is, for the Model 206H the serial numbers 20608195-20608223 and 20608225-20608226 are within scope; for the T206H the serial numbers T20608410-T20608475, T20608477-T20608501, T20608503 and T20608506 are in scope. Anyone responsible for continuing airworthiness of those individual aeroplanes must comply with the inspection, replacement (if necessary), and spare-parts limitation. The AD targets airworthiness maintenance personnel and organisations who perform inspections and component replacement in accordance with Cessna Service Bulletin SB05-24-01.

Maintenance organisations and aircraft engineers who maintain or prepare those aeroplanes for flight will be required to perform the inspection within the time specified (Requirement 1), and to replace non-conforming circuit breakers before the aeroplane next flies (Requirement 2). Parts suppliers and operators that hold spares for those junction boxes are affected by Requirement 3: from the Directive’s effective date operators may only carry 40-amp circuit breakers as spares for the listed MC01-3A junction boxes.

Regulators and their delegates are affected in that the AD refers to FAA material as the recognised method of compliance for later revisions of the service bulletin. The Directive expressly allows later revisions of the Cessna SB SB05-24-01 that have FAA approval as an AMOC to FAA AD 2005-13-10 to be used for compliance with the equivalent Requirements of this Directive. Those managing compliance programmes must therefore track both the Cessna SB revision status and FAA AMOC approvals to determine acceptable alternative compliance methods.

Indirectly affected parties include operators’ commercial planning (scheduling inspections within 30 days and ensuring replacement is done before further flight if non-compliances are found), and supply-chain actors who must supply only 40-amp breakers as spares for those junction boxes. The AD does not identify non-listed serial-number aeroplanes as within scope; therefore owners/operators of other serial numbers are not captured by the Directive text.

The Directive sets three mandatory duties, each tied to explicit compliance timing and a prescriptive method reference. The duties are:

• Duty to inspect (Requirement 1): Inspect any MC01-3A I.C. 9 (P/N S3100-297) or MC01-3A I.C. 10 (P/N S3100-344) main electrical power junction box for incorrect amperage circuit breakers installed in place of the required 40-amp circuit breakers. The inspection must be performed in accordance with Cessna Service Bulletin SB05-24-01 dated 31 January 2005. The AD limits the duty temporally: to be done within 30 days after the Directive’s effective date unless already accomplished.

• Duty to replace incorrect breakers (Requirement 2): Replace any incorrect amp circuit breaker found during the Requirement 1 inspection with the required 40-amp circuit breaker. Replacement must be carried out in accordance with SB05-24-01. The compliance timing is operationally significant: replacement must be completed before further flight after the inspection.

• Duty to control spares (Requirement 3): Only 40-amp circuit breakers may be installed as spares in any MC01-3A I.C. 9 or MC01-3A I.C. 10 main electrical power junction box. This obligation is immediate as of the Directive’s effective date.

The Directive also specifies a permitted route: later revisions of SB05-24-01 that are approved by the FAA as an AMOC to FAA AD 2005-13-10 are acceptable for compliance with the equivalent Requirements of the Directive. That functions as a limited right to adopt an FAA-approved alternate method, provided it specifically relates to FAA AD 2005-13-10 and the FAA has approved it as an AMOC.

The Directive contains a technical note citing FAA AD 2005-13-10 Amdt 39-14147 as the related FAA instrument. The AD becomes effective on 1 September 2005; the date anchors the compliance periods. The Directive does not set out explicit rights such as compensation or exemptions beyond the FAA-AMOC pathway; it does include the standard proviso "Unless already accomplished" for Requirement 1 to avoid re-inspection where the action has already been done. There are no additional procedural appeal or review mechanisms described in the Directive itself.

Collectively, the duties impose an inspection obligation on maintenance/airworthiness holders within a fixed window, an operational constraint requiring rectification before flight if non-compliances are found, and an ongoing parts-control obligation to prevent recurrence by restricting spare parts to the specified 40-amp breakers.

The text of the Directive does not specify penalties, fines, or a sanctions regime within its body. The AD is presented as a safety directive that becomes effective on a specified date and prescribes mandatory actions and timelines; it does not itself state enforcement procedures, civil or criminal penalties, or administrative sanctions for non-compliance. The AD does identify the issuing authority by signature: David Villiers, Delegate of the Civil Aviation Safety Authority, dated 22 July 2005, which indicates the directive is issued under the regulatory powers vested in or delegated by CASA, but the AD text does not quote those enabling statutory provisions.

Because the Directive does not list penalties, users must refer to the broader regulatory framework under which CASA operates to determine enforcement consequences for failing to comply. The Directive does, however, create direct operational constraints , e.g., replacement of incorrect circuit breakers before further flight , which impose practical compliance obligations on operators and maintenance organisations. Non-compliance with these operational requirements could have immediate operational implications (for example, the requirement that replacement be completed before further flight), but the AD text does not specify the enforcement instrument or the administrative process that CASA would use to secure compliance or to impose penalties.

The AD does reference FAA material , FAA AD 2005-13-10 , and accepts FAA-approved AMOCs for later revisions of the referenced service bulletin. The Directive’s reliance on FAA approvals suggests cross-recognition of FAA process for alternate compliance, but the AD itself does not specify enforcement coordination mechanisms between CASA and the FAA. The absence of an express penalties section in the AD means that anyone seeking to understand the sanctions for non-compliance must consult the relevant CASA enforcement provisions or applicable statutory instruments outside the AD; the AD alone does not provide that information.

The Directive explicitly interacts with at least two external regulatory or technical instruments: Cessna Service Bulletin SB05-24-01 (dated 31 January 2005) and FAA AD 2005-13-10 Amdt 39-14147. The Directive mandates actions "in accordance with Cessna Service Bulletin (SB) SB05-24-01 dated 31 January 2005" for both inspection and replacement requirements. It then recognises that "Later revisions of the above SB, approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2005-13-10, are considered acceptable for compliance with the equivalent Requirements of this Directive." The AD also contains a Note stating "FAA AD 2005-13-10 Amdt 39-14147 refers."

Mechanically, that means the Directive ties its compliance pathways to an external manufacturer service bulletin and to FAA regulatory action. Where a later revision of the Cessna SB receives FAA approval as an AMOC to FAA AD 2005-13-10, CASA will accept that revision as meeting the Directive’s requirements. The Directive therefore delegates, in substance, the assessment of some alternate compliance methods to FAA approvals of SB revisions insofar as they are AMOCs to the identified FAA AD.

The AD does not reference other Australian legislative instruments or CASA regulatory provisions within its text. It also does not specify how CASA will administer the integration of FAA AMOC approvals into Australian compliance records or maintenance approvals. There is no explicit statement about whether maintenance recorded under SB05-24-01 or an FAA-approved AMOC must be entered in specific Australian maintenance records or logbooks, nor does the Directive include text about reporting back to CASA or retaining compliance evidence. The Directive also does not detail how it interacts with airworthiness certificates, operational approvals, or continuing airworthiness responsibilities under broader Australian aviation law; those relationships are left implicit.

Therefore, the concrete interaction the AD records is: (1) direct reliance on a manufacturer service bulletin for the procedural method; and (2) acceptance of FAA-approved AMOCs to FAA AD 2005-13-10 as acceptable alternative compliance methods for the equivalent requirements. Any other cross-references to Australian legislation, enforcement powers, or record-keeping obligations must be determined from the broader CASA regulatory framework , they are not stated in the Directive itself.

The Directive text provides minimal amendment history. It states the effective date as 1 September 2005 and is signed on 22 July 2005 by David Villiers, Delegate of the Civil Aviation Safety Authority. There is no express amendment or revision history included in the AD text itself; the AD does not list prior versions, superseded material, or subsequent amendments made under CASA authority.

The AD does, however, create an explicit pathway for incorporation of later revisions of the referenced Cessna Service Bulletin when those later revisions are approved by the FAA as AMOCs to FAA AD 2005-13-10. That procedural channel functions as a limited amendment-once-accepted mechanism: if Cessna issues later revisions to SB05-24-01 and the FAA accepts a revision as an AMOC to FAA AD 2005-13-10, CASA will accept that approved SB revision for compliance with the equivalent Requirements of this Directive. The Directive does not state that such FAA-approved revisions automatically amend the AD text; rather, it treats those FAA-approved SB revisions as acceptable alternatives for compliance with the AD’s Requirements.

No other amendments, revocations, or supersessions are recorded in the Directive itself. There is also no record in the text of implementation variances, extensions of compliance time, or later changes to applicability. The AD does reference FAA AD 2005-13-10, and any amendments to that FAA AD could affect the universe of accepted AMOCs, but the Directive does not record subsequent interactions or changes. In short, the Amendment history contained in the AD is limited to the effective date and the acceptance of FAA-approved SB revisions as acceptable compliance methods; the AD does not contain a chronological record of amendments made to the Directive itself.

The Directive contains no litigation history. The text does not reference any judicial, tribunal, or administrative proceedings concerning the Directive, its origin, or its validity. There are no cases named, no reported challenges, and no mention of disputes or appeals in the AD document.

Because the AD is an administrative safety instrument issued by a CASA delegate and signed by David Villiers on 22 July 2005, any litigation or review arising from non-compliance, enforcement action, or other disputes would be handled outside the AD and is not recorded in the document. The AD does not indicate whether any prior correspondence, petitions, or hearings preceded its issuance. The absence of litigation references in the text means the AD alone does not supply a record of any litigation or adjudication related to it; to find such material one would need to consult external records, court files, or CASA enforcement records, none of which are included in the Directive.

The Directive contains a number of detail-specific requirements and cross-references that create practical risks for operators who treat the AD as a checklist rather than reading it closely. These are the concrete items to note within the text:

• Serial-number specificity: The AD applies only to the listed serial numbers for Model 206H and T206H. Operators of other serial numbers are not within the written scope. The serial ranges have small gaps (for example, 20608224 is not listed), so it is essential to verify the exact serial number on the aircraft rather than relying on model-level assumptions.

• Exact part and installation identification: The inspection obligation is limited to the MC01-3A I.C. 9 (P/N S3100-297) and MC01-3A I.C. 10 (P/N S3100-344) main electrical power junction boxes. That requires maintenance personnel to identify the installation code and part number on the junction box rather than merely locating "the main junction box" generically. Failure to confirm the installation and part numbers could lead to unnecessary inspections or missed applicable installations.

• Timing nuance for Requirement 1: The inspection must be done "Within the next 30 days after the effective date of this Directive" but the text includes the qualifier "Unless already accomplished." If an operator has already performed the inspection in compliance with the same SB prior to the effective date, the operator must confirm that the prior action matches the SB and the AD’s scope; otherwise re-inspection could be required. The AD does not describe the evidence required to show the inspection was already accomplished.

• Replacement-before-flight constraint: Requirement 2 mandates replacement "Before further flight after the Requirement 1 inspection." That imposes an operationally immediate constraint: if an inspection reveals an incorrect circuit breaker, the aeroplane may not fly until the replacement is done. Operators must therefore arrange spares and maintenance capacity promptly upon inspection.

• Spare-part restriction effective immediately: Requirement 3 states "Only 40-amp circuit breakers may be installed as spares ... As of the effective date of this Directive." That means that even if an operator is not scheduled to inspect within 30 days, they must ensure any spares installed after the effective date are 40-amp devices. The AD does not define procedures for marking or segregating existing spare stocks, nor does it specify whether previously installed non-40-amp spares must be removed if not fitted to an aircraft.

• Dependence on SB procedures: Both the inspection and replacement are required "in accordance with" SB05-24-01 dated 31 January 2005. The AD accepts later SB revisions only if those later revisions are approved by the FAA as AMOCs to FAA AD 2005-13-10. That means the acceptability of other service instructions hinges on FAA AMOC approval, not on Cessna’s unilateral revision. Operators must verify whether a later SB revision has FAA AMOC status before relying on it as an alternative compliance method under this Directive.

• Cross-jurisdictional dependence: The AD references FAA AD 2005-13-10 and adopts FAA-approved AMOCs as acceptable compliance methods. That creates a dependency on FAA processes for some alternate compliance paths; operators should not assume CASA administrative acceptance of later SB revisions unless the FAA has approved them specifically as AMOCs to the FAA AD.

• No penalties stated: The AD does not set out penalties or record-keeping requirements. That absence does not mean none exist under broader regulation; it does mean the AD itself provides no guidance on proof of compliance, retention of records, or the consequences of non-compliance. Operators seeking to evidence compliance must rely on normal maintenance documentation practice and any separate CASA directions.

• Ambiguity about documentation: The Directive does not specify how compliance must be documented (logbook entries, service release forms, or reporting to CASA). Maintenance organisations should not assume the AD displaces normal maintenance recording obligations; the AD is silent on that procedural detail.

These are concrete procedural and compliance pitfalls inherent in the Directive text; addressing them requires careful cross-checking of serial numbers, part numbers, service bulletin versions, FAA AMOC approvals, and maintenance records.

Follow the Directive’s three requirements in the sequence and timing it prescribes, using SB05-24-01 dated 31 January 2005 as the procedural reference unless an FAA-approved AMOC to FAA AD 2005-13-10 provides an acceptable later revision.

Step 1 , Confirm applicability:

• Verify the aeroplane model and serial number against the Directive’s applicability list: Model 206H serial numbers 20608195 through 20608223, 20608225 and 20608226; and T206H serial numbers T20608410 through T20608475, T20608477 through T20608501, T20608503 and T20608506. Only aeroplanes with those serial numbers fall within the AD as written.

Step 2 , Identify the junction box installation:

• Locate and confirm the main electrical power junction box installation code and part number. The AD directs inspection of MC01-3A I.C. 9 (P/N S3100-297) and MC01-3A I.C. 10 (P/N S3100-344) junction boxes. Confirm that the junction box on the aeroplane is one of those two installations and that the part number matches before proceeding.

Step 3 , Perform the inspection (Requirement 1):

• Within 30 days after the Directive’s effective date (1 September 2005), or sooner if scheduled, inspect the identified junction box for any incorrect amperage circuit breaker installed in place of the required 40-amp circuit breakers. The Directive requires the inspection to be performed "in accordance with Cessna Service Bulletin SB05-24-01 dated 31 January 2005." Apply the SB’s inspection steps precisely. If the inspection was already accomplished prior to the effective date, the AD’s qualifier "Unless already accomplished" means no further inspection is mandated by this AD, provided the prior action corresponds to the SB requirements.

Step 4 , Replace incorrect breakers (Requirement 2):

• If the Requirement 1 inspection identifies any incorrect amp circuit breaker, replace the incorrect breaker with the specified 40-amp circuit breaker. Replacement must be done "in accordance with SB05-24-01." The AD requires this to be completed "Before further flight after the Requirement 1 inspection," which means do not release the aeroplane to fly until replacement and any required post-replacement checks in the SB are completed.

Step 5 , Control spares (Requirement 3):

• From the AD’s effective date, only 40-amp circuit breakers may be installed as spares in any MC01-3A I.C. 9 or MC01-3A I.C. 10 main electrical power junction box. Ensure spare parts stock and maintenance ordering systems are updated to prevent installation of non-40-amp breakers as spares for those junction boxes.

Step 6 , Consider alternate service bulletin revisions:

• If using a later revision of SB05-24-01, confirm that the FAA has approved that revision as an AMOC to FAA AD 2005-13-10. The Directive explicitly accepts FAA-approved AMOCs to FAA AD 2005-13-10 as acceptable for compliance with the equivalent Requirements of this Directive. Do not rely on a later SB revision unless it has that FAA-approved AMOC status as described in the AD.

Step 7 , Operational planning and parts procurement:

• Given Requirement 2’s "before further flight" restriction, plan inspections at times when parts and maintenance resources are readily available to avoid grounding aircraft unnecessarily. Ensure procurement of the correct 40-amp circuit breakers and verification of part numbers so that replacements meet the SB’s specification.

Step 8 , Record-keeping and evidence:

• Although the AD does not prescribe record-keeping steps, standard maintenance practice is to document inspections and component replacements in the aircraft maintenance records and logbooks. Retain documentation showing the inspection was done in accordance with SB05-24-01 (or an FAA-approved SB revision), and that any replacements were to the specified 40-amp circuit breaker. This documentation will be relevant if evidence of compliance is later required by CASA or other authorities.

Step 9 , Liaise with regulator if uncertain:

• If there is uncertainty about whether a particular SB revision is acceptable as an AMOC, or about the interpretation of the AD’s requirements, seek clarification from CASA, referencing the AD text’s allowance for FAA-approved AMOCs to FAA AD 2005-13-10. The AD itself does not detail the process for CASA acceptance of AMOCs; operators should secure written confirmation if relying on an alternate compliance method.

Following these steps aligns maintenance action with the Directive’s explicit textual requirements: inspect within 30 days (unless already done), replace incorrect breakers before flight, and restrict spares to 40-amp devices, all performed in accordance with SB05-24-01 as required or via an FAA-approved AMOC to FAA AD 2005-13-10 where applicable. The AD becomes effective on 1 September 2005; schedule actions accordingly.