Airworthiness Directive 2007-11-17
one-timeAirworthiness Directives; Cessna Model 500, 501, 550, 551, S550, 560, 560XL, and 750 Airplanes
What this AD requires
The FAA is superseding an existing airworthiness directive (AD), which applies to certain Cessna Model 500, 550, S550, 560, 560XL, and 750 airplanes. That AD currently requires installing identification sleeves on the wires for the positive and negative terminal studs of the engine and/or auxiliary power unit (APU) fire extinguishing bottles, as applicable, and re-connecting the wires to the correct terminal studs. This new AD retains the requirements of the existing AD; adds airplanes to the applicability; and, for certain airplanes only, requires a review of wiring changes made using the original issue of one service bulletin and corrective actions if necessary. This AD results from a determination that additional airplanes are subject to the unsafe condition described in the existing AD. We are issuing this AD to ensure that the fire extinguishing bottles are activated in the event of an engine or APU fire, and that flammable fluids are not supplied during a fire, which could result in an unextinguished fire in the nacelle or APU.
Which aircraft AD 2007-11-17 applies to
Applicability is defined by the Cessna Service Bulletins referenced in Table 1 of this AD: SB500-26-02 incl. Service Bulletin Supplemental Data (500/501 airplanes), SB550-26-05 (550/551 airplanes), SB560-26-01 (560 airplanes), SB560XL-26-02 (560XL airplanes), SB750-26-05 (750 airplanes), and SBS550-26-02 (S550 airplanes).
Whether AD 2007-11-17 actually applies to your aircraft (by serial and installed parts) and whether it’s already complied with comes from that aircraft’s records.
How AD compliance is recorded
A valid compliance record (14 CFR 43.9) states:
Tailplate reads a tail number’s logbooks and matches every applicable AD — including this one — to its compliance evidence, with recurring next-due dates computed.
Look up a tail number →Read the full directive (Federal Register)Applicability is derived from the FAA directive corpus and is advisory, not a legal airworthiness determination. Compliance is established only from an aircraft’s actual records.