Piper Wing Spar AD Explained | Does My Cherokee Qualify???
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- Опубліковано 21 сер 2024
- Hi Everbody! I wanted to make a quick video explaining the Piper Wing Spar Ad that just came out. I also show you guys if my aircraft qualifies under the new AD. Hope You Enjoy it!
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I wanted to make a couple quick corrections to the original video. The AD only requires a log book review if the aircraft has over 5000 hours TIS. Also the AD excludes the pa 28 140 160 and 180, among others. I originally assumed those were included in the AD. So my 180 would not be subject to the AD at all. Sorry about the confusion. Thanks for watching.
If you have a PA-28-180 the AD that applies is not 2020-26-16 (the eddy current/100hr one) but 2020-24-05 which is just a visual inspection every 7 years (with the option to install additional access panels) I would double check what applies to your particular airplane
The inspection panels are now mandatory in the Piper spar corrosion AD and it needs to be complied with within 12 months of the AD issuance date, Dec. I have a 180 and we are doing all that at the annual in June. I bought the access panel kit 2 months ago.
www.federalregister.gov/documents/2020/11/23/2020-25690/airworthiness-directives-piper-aircraft-inc-airplanes
@@JustaPilot1" This AD does not require installing the access panels, but instead allows the installation as an option to access the inspection area." This was copied from your above link.
@@JustaPilot1 This AD does not require the installation of the access panels for the visual inspection; however, it allows the installation of the panels, as one of four options, to access the inspection area.
@@garrettburgess9818 "but instead allows the installation as an option to access the inspection area" meaning some sort of opening needs to be made in the wing. An A&P can do field inspection panel installation without getting the specific kit specified in Piper Service Bulletin No. 1304A.
My plane has two field-installed inspection panels in front of the main spars in the same bay as the new ones that need to be installed behind the spar.
As it also says in the AD the full inspection and treatment can't be complied with without inspection panels installed. Regardless of what is done holes need to be cut in the lower wing skins.
Talk to your A&P.
@@JustaPilot1 we went through the wing root fairing with a borescope which is one of the ways listed. I will do more research. fly safe.
You could have gone inside for the calculations part.
In the amendment to rescind 87-08-08 the FAA "Realized that the inspections required would necessitate the removal and reinstallation of high tolerance critical wing spar attachment bolts; and, if this was not done carefully, such process could cause damage to the wing spar cap material that could in turn result in a future fatigue failure."
If you do this inspection you really need to relieve all tension on the bolts. How do you do that? If I were doing it, I would put a support across the lower fuselage, then using wing jacks, lift the wing just enough so those bolts can be removed without a lot of force. They are a close tolerance fit and some persuasion is necessary but I would only remove one bolt at a time, inspect that hole, then reinstall and torque to specification.
In such close tolerances where gaps mean motion and motion means metal fatigue, refrigeration of the bolt is helpful. Here is an instance of this in the attachment of the T-tail on a Learjet65 ==>
ua-cam.com/video/L6fH7z95B7Y/v-deo.html
I was thinking the SAME THING - ONE BOLT AT A TIME - you pull the nut and washers off then put a wrench on the head side and see if the bolt will spin with just a small amount of torque - then with a bottle jack on the wing shoring you start relieving the load in tiny amounts and see if you can get the bolt to spin more easily. The point which is the easiest would be the point to remove the bolt. When the inpection is done put new bolt in and torque it then put torque seal over it. You can also make a "bullets" out of the old bolts to use as alignment tools in case the wing has to come off. Use a digital camera to record how things look before they were removed. Take your time and do it right. If you have questions, stop and get expert help.
High five on growing your channel. We're in the same area
Thanks man! I glanced at a couple of your videos. Looks like your in the Bunker Hill/Winesburg area. I will keep an eye out for you.
TD for opening old logs outside in the wind!
Count the claps 👏 😂
Have you ever considered selling the 180? Depending on the specs I might be interested!
So when you count 100 hour inspections are you not counting annuals if 100 hours are not required? 4 seems low...
Just an observation. If you have to keep saying "I believe, or I think " or add subtitles to make corrections it means you probably didn't do enough research.
Sam, I think you misspoke in you video. Just to clarify when AD 2020-16-16 is applicable. 1. Has accumulated 5,000 hrs or more TIS, 2. Has had a wing spar changed with serviceable wing spar with more than 0 hours TIS, 3. Aircraft has missing and/or incomplete maintenance records, and 4. Your make/model is listed in AD. If the aircraft has less than 5,000 hrs TIS, the AD doesn’t apply yet. Once the aircraft has 5,000 TIS, then you run the calculation to determine Factored Service Hours. If your plane has 4,200 hours, the AD isn’t applicable yet so calculating factory service hours is moot. Make a logbook entry that you’ve reviewed the logbooks and AD 2020-16-16 is not applicable due to TIS calculation.
You are 100% right on the ad applicability. I still want to run the calculation for the purpose of the video.
I fly a 180 and they are not on the AD. I didn the factored hours anyway to see where we're at. ~3600 factored hours.
Great! Thanks for the reply
That’s your Cherokee? Or your dads?
btw, does anyone have diagrams of the wings of the Extra300 competition model. I want to know how they get 20G wings.
Stop clapping your hands. It’s annoying