FAA Orders Regular Checks on Ontic Airplane Pitch Trim Actuators
Published Date: 4/2/2026
Proposed Rule
Summary
The FAA wants Ontic Engineering and Manufacturing airplane owners to regularly check and fix the pitch trim actuator because some have failed during flight. These inspections and fixes must happen often to keep planes safe, and certain parts can’t be installed unless properly sealed. Comments on this plan are open until May 18, 2026, so owners should prepare for some maintenance costs and deadlines.
Analyzed Economic Effects
4 provisions identified: 0 benefits, 4 costs, 0 mixed.
Mandatory pitch trim actuator inspections
If you operate affected Ontic (formerly M7) SA226/SA227 airplanes with Simmonds-Precision pitch trim actuator P/N DL5040M5, DL5040M6, or DL5040M8, you must inspect the actuator rod ends for cracked, missing, or compromised sealant. The initial inspection must occur within 1,000 flight hours or 6 calendar months since the actuator was put into service, whichever occurs first, or within 30 days after the AD effective date, and you must repetitively inspect and seal every 1,000 flight hours or every 12 calendar months thereafter; measurement of travel time and replacement actions are also required per the service bulletins.
FAA cost estimates for compliance
The FAA estimates this AD would affect 198 U.S.-registered airplanes. The FAA estimates inspection or measurement labor at 3 work-hours × $85/hr = $255 per airplane per inspection/measurement cycle (totaling $50,490 per cycle across U.S. operators). On-condition costs the FAA lists include sealing rod ends (labor 2 work-hours × $85/hr = $170 and parts $319, totaling $489 per actuator) and replacing a pitch trim actuator (labor 5 work-hours × $85/hr = $425 and parts $20,000, totaling $20,425 per actuator).
Installation ban on unsealed actuators
As of the AD effective date, you may not install a pitch trim actuator (the affected parts P/N DL5040M5, DL5040M6, or DL5040M8) unless the sealant on the rod ends is not cracked, missing, or compromised per the inspections required in the AD. This prohibition applies to all affected airplane models in both Group 1 and Group 2.
No special flight permits allowed
The proposed AD states that special flight permits under 14 CFR 21.197 and 21.199 are not allowed for affected airplanes. That means operators cannot rely on special flight permits to ferry affected airplanes for maintenance under this AD.
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