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Consignes de navigabilité étrangères (Foreign Airworthiness Directives):
Débutant le Mardi, le 16 Février, 2021

Numéro: US2020-26-16
Sujet: ATA 57 - WINGS - MAIN WING LOWER SPAR CAP FATIGUE CRACKING - INSPECTION
Applicabilité: Piper Aircraft Inc, PA-28, PA-28R, PA-28RT, PA-32, PA-32R, PA-32RT airplanes
Lien: https://wwwapps.tc.gc.ca/saf-sec-sur/2/ ... -26-16.PDF" onclick="window.open(this.href);return false;

''Lien Internet: '' https://wwwapps.tc.gc.ca/saf-sec-sur/2/ ... -26-16.PDF" onclick="window.open(this.href);return false; ''.

'' AIRWORTHINESS
DIRECTIVE
http://www.faa.gov/aircraft/safety/alerts/" onclick="window.open(this.href);return false;
http://www.gpoaccess.gov/fr/advanced.html" onclick="window.open(this.href);return false;
2020-26-16 Piper Aircraft, Inc.: Amendment 39-21371; Docket No. FAA-2018-1046; Product
Identifier 2018-CE-049-AD.
(a) Effective Date
This airworthiness directive (AD) is effective February 16, 2021.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Piper Aircraft, Inc. (Piper) airplanes, certificated in any category, with a
model and serial number shown in table 1 to paragraph (c) of this AD, and that meet at least one of
the criteria in paragraphs (c)(1), (2), or (3) of this AD.
Note 1 to the introductory text of paragraph (c): An owner/operator with at least a private pilot
certificate may do the aircraft maintenance records review to determine the applicability as specified
in paragraph (c) of this AD.
(1) Has accumulated 5,000 or more hours time-in-service (TIS); or
(2) Has had either main wing spar replaced with a serviceable (more than zero hours TIS) main
wing spar; or
(3) Has missing and/or incomplete maintenance records.
13
(d) Subject
Joint Aircraft System Component (JASC) Code 5711, Wing Spar.
(e) Unsafe Condition
This AD was prompted by a report of a wing separation caused by fatigue cracking in a visually
inaccessible area of the main wing lower spar cap. The FAA is issuing this AD to detect and correct
fatigue cracks in the lower main wing spar cap bolt holes. The unsafe condition, if not addressed,
could result in the wing separating from the fuselage in flight.
(f) Compliance
Comply with this AD within the compliance times specified, unless already done.
(g) Definitions
(1) “TIS” has the same meaning as the definition of “time in service” in 14 CFR 1.1.
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(2) For purposes of this AD, “factored service hours” refers to the calculated quantity of hours
using the formula in paragraph (h)(2) of this AD, which accounts for the usage history of the airplane.
(h) Review Airplane Maintenance Records and Calculate Factored Service Hours for Each
Main Wing Spar
(1) Within 30 days after the effective date of this AD, review the airplane maintenance records
and determine the number of 100-hour inspections completed on the airplane since new and any
record of wing spar replacement(s).
(i) For purposes of this review, count any inspection conducted to comply with the 100-hour
requirement of 14 CFR 91.409(b) pertaining to carrying persons for hire, such as in-flight training
environments, even if the inspection was entered in the maintenance records as an “annual”
inspection or as an “annual/100-hour” inspection. If the purpose of an inspection was to comply with
§ 91.409(b), then it must be counted. To determine the purpose of an inspection, note the repeating
intervals between inspections, i.e., less than 10 months between, and typically 90-110 flight hours.
An inspection entered as a “100-hour” inspection but done solely for the purpose of meeting the
requirement to complete an annual inspection, or those otherwise not required by § 91.409(b), need
not be counted. For operators utilizing a progressive inspection program, count the completion of
each § 91.409(b) 100-hour interval as one inspection.
(ii) If a main wing spar has been replaced with a new (zero hours TIS) main wing spar, count the
number of 100-hour inspections from the time of installation of the new main wing spar.
(iii) If a main wing spar has been replaced with a serviceable main wing spar (more than zero
hours TIS) or the airplane maintenance records are missing or incomplete, the wing history cannot be
determined. Perform the eddy current inspection as specified in paragraph (i) of this AD.
(iv) The actions required by paragraph (h)(1) of this AD may be performed by the
owner/operator (pilot) holding at least a private pilot certificate and must be entered into the aircraft
records showing compliance with this AD in accordance with 14 CFR 43.9(a)(1) through (4), and 14
CFR 91.417(a)(2)(v). The record must be maintained as required by 14 CFR 91.417, 121.380, or
135.439.
(2) Before further flight after completing the action in paragraph (h)(1) of this AD, calculate the
factored service hours for each main wing spar using the formula in figure 1 to paragraph (h)(2) of
this AD. Thereafter, after each annual inspection and 100-hour inspection, recalculate/update the
factored service hours for each main wing spar until the main wing spar has accumulated 5,000 or
more factored service hours.
(3) An example of determining factored service hours for an airplane with no 100-hour
inspections is as follows: The airplane maintenance records show that the airplane has a total of
12,100 hours TIS, and only annual inspections have been done. None of the annual inspections were
15
done for purposes of compliance with § 91.409(b). Both main wing spars are original factory
installed. In this case, N = 0 and T = 12,100. Use those values in the formula as shown in figure 2 to
paragraph (h)(3) of this AD. In the example in figure 2 to paragraph (h)(3) of this AD), the eddy
current inspection would not be required because the factored service hours are less than 5,000 hours.
(4) An example of determining factored service hours for an airplane with both 100-hour and
annual inspections is as follows: The airplane was originally flown for personal use, then for training
for a period of time, then returned to personal use. The airplane maintenance records show that the
airplane has a total of 10,600 hours TIS, and fifty-five 100-hour inspections for purposes of
compliance with § 91.409(b) have been done. Both main wing spars are original factory installed. In
this case, N = 55 and T = 10,600. Use those values in the formula shown in figure 3 to paragraph
(h)(4) of this AD. First, calculate commercial use time by multiplying (N x 100). Next, subtract that
time from the total time, and divide that quantity by 17. Add the two quantities to determine total
factored service hours. In the example in figure 3 to paragraph (h)(4) of this AD), the eddy current
inspection would be required because the factored service hours are more than 5,000 hours.
(i) Eddy Current Inspect
Within the compliance time specified in either paragraph (i)(1) or (2) of this AD, as applicable,
eddy current inspect the inner surface of the two lower outboard bolt holes on the lower main wing
spar cap for cracks. If the wing is installed, use steps 1 through 3 or, if the wing is not installed, use
16
step 3 in the Instructions of Piper Aircraft, Inc. Service Bulletin No. 1345, dated March 27, 2020
(Piper SB No. 1345). Although Piper SB No. 1345 specifies NAS 410 Level II or Level III
certification to perform the inspection, this AD allows Level II or Level III qualification standards for
inspection personnel using any inspector criteria approved by the FAA.
Note 2 to the introductory text of paragraph (i): Advisory Circular 65-31B contains FAAapproved Level II and Level III qualification standards criteria for inspection personnel doing
nondestructive test (NDT) inspections.
(1) Within 100 hours TIS after complying with paragraph (h) of this AD or within 100 hours TIS
after a main wing spar accumulates 5,000 factored service hours, whichever occurs later; or
(2) For airplanes with an unknown number of factored service hours on a main wing spar, within
the next 100 hours TIS after the effective date of this AD or within 60 days after the effective date of
this AD, whichever occurs later.
(j) Replace the Main Wing Spar
If a crack is found during an inspection required by paragraph (i) of this AD, before further
flight, replace the main wing spar with a new (zero hours TIS) main wing spar or with a serviceable
(more than zero hours TIS) main wing spar that has passed the eddy current inspection required by
paragraph (i) of this AD.
(k) Install New Bolts
Before further flight after completing the actions required by paragraph (i) or (j) of this AD,
install new bolts by following step 6 of Piper Aircraft, Inc. Service Bulletin No. 1345, dated March
27, 2020.
(l) Report Inspection Results
Within 30 days after completing an inspection required by paragraph (i) of this AD, using
Appendix 1, “Inspection Results Form,” of this AD, report the inspection results to the FAA at the
Atlanta ACO Branch and to Piper Aircraft. Submit the report to the FAA and Piper using the contact
information found on the form in appendix 1 of this AD.
(m) Special Flight Permit
A special flight permit may only be issued to operate the airplane to a location where the
inspection requirement of paragraph (i) of this AD can be performed. This AD prohibits a special
flight permit if the inspection reveals a crack in a main wing spar.
(n) Paperwork Reduction Act Burden Statement
A federal agency may not conduct or sponsor, and a person is not required to respond to, nor
shall a person be subject to a penalty for failure to comply with a collection of information subject to
the requirements of the Paperwork Reduction Act unless that collection of information displays a
currently valid OMB Control Number. The OMB Control Number for this information collection is
2120-0056. Public reporting for this collection of information is estimated to be approximately 1 hour
per response, including the time for reviewing instructions, searching existing data sources, gathering
and maintaining the data needed, completing and reviewing the collection of information. All
responses to this collection of information are mandatory. Send comments regarding this burden
estimate or any other aspect of this collection of information, including suggestions for reducing this
burden to: Information Collection Clearance Officer, Federal Aviation Administration, 10101
Hillwood Parkway, Fort Worth, TX 76177-1524.
17
(o) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Atlanta ACO Branch, FAA, has the authority to approve AMOCs for this AD,
if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send
your request to your principal inspector or local Flight Standards District Office, as appropriate. If
sending information directly to the manager of the certification office, send it to the attention of the
person identified in paragraph (p) of this AD.
(2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a
principal inspector, the manager of the local flight standards district office/certificate holding district
office.
(p) Related Information
For more information about this AD, contact Dan McCully, Aviation Safety Engineer, Atlanta
ACO Branch, FAA, 1701 Columbia Avenue, College Park, Georgia 30337; phone: (404) 474-5548;
fax: (404) 474-5605; email: william.mccully@faa.gov.
(q) Material Incorporated by Reference
(1) The Director of the Federal Register approved the incorporation by reference of the service
information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do the actions required by this AD,
unless the AD specifies otherwise.
(i) Piper Service Bulletin No. 1345, dated March 27, 2020.
(ii) [Reserved]
(3) For Piper Aircraft, Inc. service information identified in this AD, contact Piper Aircraft, Inc.,
2926 Piper Drive, Vero Beach, Florida 32960; phone: (772) 567-4361; website:
https://www.piper.com" onclick="window.open(this.href);return false;.
(4) You may view this service information at FAA, Airworthiness Products Section, Operational
Safety Branch, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this
material at the FAA, call (816) 329-4148.
(5) You may view this service information that is incorporated by reference at the National
Archives and Records Administration (NARA). For information on the availability of this material at
NARA, email: fedreg.legal@nara.gov, or go to: https://www.archives.gov/federal-regist ... tions.html" onclick="window.open(this.href);return false;.
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Issued on December 30, 2020.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness Division, Aircraft
Certification Service.
[FR Doc. 2021-00044 Filed 1-14-21; 8:45 am]''
Juste après, la ''Saint-Valentin (Dimanche, le 14 Février, 2021) !

Plusieurs, vont perdre leur ''Air Loose'' ! Parceque, ça peut coûter cher ? Ou, certains vont perdre leur ''Maitresse'' !

Si, vous avez un doute ? Faite faire vôtre ''Annuelle'' avant le Mardi, le 16 Février, 2021 !

Désolez, mes deux cents,

Jacques

Débutant le Mardi, le 16 Février, 2021.


Consignes de navigabilité étrangères (Foreign Airworthiness Directives):

Numéro: US2020-26-16
Sujet: ATA 57 - WINGS - MAIN WING LOWER SPAR CAP FATIGUE CRACKING - INSPECTION
Applicabilité: Piper Aircraft Inc, PA-28, PA-28R, PA-28RT, PA-32, PA-32R, PA-32RT airplanes
Lien: https://wwwapps.tc.gc.ca/saf-sec-sur/2/ ... -26-16.PDF" onclick="window.open(this.href);return false;
''Lien Internet: '' https://wwwapps.tc.gc.ca/saf-sec-sur/2/ ... -26-16.PDF" onclick="window.open(this.href);return false; ''.

'' AIRWORTHINESS
DIRECTIVE
http://www.faa.gov/aircraft/safety/alerts/" onclick="window.open(this.href);return false;
http://www.gpoaccess.gov/fr/advanced.html" onclick="window.open(this.href);return false;
2020-26-16 Piper Aircraft, Inc.: Amendment 39-21371; Docket No. FAA-2018-1046; Product
Identifier 2018-CE-049-AD.
(a) Effective Date
This airworthiness directive (AD) is effective February 16, 2021.
(b) Affected ADs

De plus, dans le "AD", il faut remplacé des "Boulons (Référence: le "Service Bulletin" de PIPER, No. (#): 1345, Daté du; 27 mars, 2020)", et selon "AvWeb" de ce matin. Un "Participant" à mentionné que ces "Boulons" sont difficile à ce procurer !

Mes deux cents,

Jacques (TEA / AME)

voici deux (2) "Articles, malheureusement en Anglais" sur l' "A. D. des Longerons des PA28's, et des PA32's !

Going Direct: Old Planes, An Update

The news on the FAA’s final AD on PA-28s and PA-32s could be costly. Here’s why it’s a no-brainer, though.

I wrote a piece recently entitled “The Glorious Insanity of Airplane Ownership,” and this week the “insanity” has reared its ugly head in the form of required inspections and perhaps repairs to thousands of Piper PA-28s and PA-32s.
The sense of urgency about this one is understandable. It was undertaken in response to what the NTSB found as it was investigating the crash of a Piper PA-28 Arrow ...

Video Shows That Piper Cherokee Wing Spar Inspection Isn’t As Scary As We Feared

The YouTube video shows an actual AD compliance check on a ridiculously high-time Piper PA-28. Was the owner’s bill less than a thousand bucks, or more than $30,000?

By Plane & Pilot UPDATED MARCH 19, 2021 SAVE ARTICLE

https://youtu.be/emKoptsc7h0" onclick="window.open(this.href);return false;

We ran across a really useful video from HangaRatz that shows exactly how an eddy current test is performed on the wing spar of a Piper PA-28R-200 with more than 10,000 hours. In it, the host, the knowledgeable and hilarious “Bill,” takes watchers through the entire process, including getting the eddy current testing company out to do the inspection. It’s not a piece of equipment most A&Ps have in the bottom drawer of their rollaway.

As you might know if you’re a pilot and as you DO know if you’re a PA-28 or PA-32 owner, the FAA came out with an airworthiness directive last year for the wing spars of most of those aircraft. The actual AD is here.

The FAA issued the far-reaching required inspection for thousands of these aircraft in response to the crash of a PA-28-200-R in Florida in 2018 that killed a young pilot on a checkride and the FAA examiner who was administering the test. The NTSB discovered cracks in the wing structure. Further investigation found additional PA-28s with similar wing issues.

As we reported in a previous story, the cost of the inspection itself, the FAA estimates, shouldn’t be too bad, around $730, it says. But if the spar is bad, that’s a whole other issue.

Check out the video, and if you enjoy it, don’t forget to like the video and subscribe to their channel.

https://youtu.be/emKoptsc7h0" onclick="window.open(this.href);return false;

Mes deux cents,

Jacques