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Topic-icon Cherokee Wing Spar Proposed AD: The other shoe drops

  • Jen D
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3 months 2 weeks ago #1682

If you commented on the NPRM, please feel free to share that here as well.

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3 months 2 weeks ago #1683

Hi Mark,
The staff at PFA is actively seeking information on facilities that can perform the testing and will be sharing that information.

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3 months 1 week ago #1688

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.

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3 months 6 days ago #1696

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. "

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3 months 6 days ago #1697

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.

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