Just talked to Mr. Caldwell again. Here's a few points: 1. He would prefer to re-emphasize the existing AD's and ensure compliance rather than creating a new AD. But he expectrs there will be additional emphasis on inspecting and repairing spar caps with extra holes. He is working with Univair to determine if there is a "fix" for aircraft with extra holes in the main spar cap. Maybe something as simple as adding rivets to provide strength in the area of concern.
2. The reason the ACS was issued before the NTSB report went final is because it originated with the FAA Flight Standards Office in response to the Sebring crash. He would very much like to see the NTSB report because they may have more complete technical analysis that will generate different recommendations. Essentially, two processes running concurrently, one from FAA FSO and one fron NTSB. 3. He confirmed that this was a negative "G" failure mode as many here have suspected. 4. He stated, "we know the crack was already there" when the mishap occured. He has the engineering diagrams and pictures of unmodified main spar caps I sent him to establish a baseline. My impression is that he's still open to input and altenative solutions that keep us flying unless the NTSB recommendations are more stringent. I plan on talking with him again after the Oct 7th comment date. TIA, Dave
