Just a smal feedback from the field. My shop charges me 4,5 hour for the bolt removal and installation. The NDT guyes charges me additional 900$ for the eddy current test including treveling of 2x300 miles to and from the airport of my shop.
The NTSB's comment on the proposed AD attached.
A couple of sections are of particular note:
NTSB: "While the affected airplanes all have a similar main spar design in the wing attach-point area where the fatigue cracking was found, engineering data presented by Piper separately to the FAA and the NTSB showed that the localized stress level can vary significantly depending on airplane gross weight, cruising speed, and amount and location of fuel in the wings. The data also showed that the airplanes at greatest risk for fatigue cracking are the PA-28-235 model airplanes, all PA-28R series airplanes, and the PA-32-260 and PA-32-300 model airplanes. The NTSB supports the inspection requirements of the proposed AD for these airplanes."
NTSB: "In summary, the NTSB supports the AD inspection of the wing main spar lower cap outboard bolt holes for the PA-28-235 (versus all PA-28 series airplanes), PA-28R series airplanes, and PA-32-260 and PA-32-300 model airplanes that are or have been used in flight training, commercial, or other high-time or high-cycle operations. However, we believe the formula for determining factored service hours should be revised to account for either 100-hour inspections or annual inspections that are conducted at 100-hour intervals. "
Thanks Guys, really enjoying it so far and starting my IFR training in it. Just wish the weather was better last weekend.
Nice looking Cherokee. Congrats and have fun. We're here for technical support and parts locating to name a couple of things.
Many PA 28 owners, upon finding out that it is not a particularly expensive inspection, decide to pay for the wing spar bolt hole eddy current inspection even if their airplane is not subject to the AD per the FAA's "factored service hours" formula. They seem to think of it as cheap insurance. The problem now seems to be finding a company that has the equipment to do the inspections.
I suggest you remove the plate that the lift detector is screwed onto, and see if you can loosen the screws holding the detector in position. Once the screws are loosened, I believe you'll be able to move the detector in the plate. Re-position the detector and fly. If this is mounted in the way I think it is, you'll be able to re position the detector so it the "impending stall" light will come on a few knots before the actual stall.
Let me know what you find.
I emailed the story to Jennifer a few days ago. Thanks!
Wow, that's a good looking and very well equipped airplane.
Please write up your experiences during your training. I'm pretty sure we can fit a "learning to fly" article into the magazine.
Much thx, Jen !
AOPA provided a response to the NPRM on 2/4/19. This is a link to their response: download.aopa.org/advocacy/2019/190205_AD_comments.pdf . Their response says the 45 day comment period is not adequate, the NPRM is based on one fatal accident which the NTSB has not yet completed its investigation/report, and that the NPRM is based on one single report of a fatigue crack and the incomplete NTSB investigation. Worth reading, but not sure how, or if, the FAA will respond, or adjust the NPRM.
I fly a Saratoga PA-32-301T, which does not yet appear to be involved/listed, but I am keeping a close eye on the progress of this NPRM.
I’m in the process of purchasing a 78 Navajo 325 CR, I’m looking for information on maintenance problems and operations lean of peak, operating costs. Any information will be welcome. Thanks Tony (New Member)
My name Tony Armbrister, I'm in the process of buying a Navajo. This is the first time I've written on this Forum and I'm looking forward to continuing to participate. Thanks for having me aboard.
Whelen A413AHDA-CF strobe amp. STC SA515EA. works great - I switched to LED
Apollo GX60. NAV/COM/GPS. P/N 430-6050-605 with mount. Works great good screen no issues
Century NSD-1000 DG/HSI P/N 52D129-1. Not working - DG doesn't rotate. For parts or repair to sell.
Alcor EGT indicator P/N 46150
Asro-Tech LC-2 Quartz Clock P/N AT420100. Good condition works fine, good battery
Tempest Dry Air Pump P/N AA3215CC Used less than 1 year/100 hours will provide copy of my install logbook entry
Apollo MX20 MFD. P/N 430-0270-501 Works well - when hot does show some lines. Mount included
Manifold Pressure/Fuel Flow Gauge P/N 6331. Works fine. Overhauled once
Apollo Annuciator COntrol P/N 430-6080-000 Mods A,B. Works fine
Mitchell Tach P/N D1-112-5025.Shows shows 870 hrs works fine
Mitchell vacuum AI Model 5000E-8 works fine
Apollo SL70 Mode C transponder. Works fine. Clear face is a little foggy but very usable.
Airborne Mfg Vacuum gauge Model 1G10-1. Works fine
N743DS, Piper Archer II, home-based at KFFC. I hope to see some of you around!
The staff at PFA is actively seeking information on facilities that can perform the testing and will be sharing that information.