Cessna 210 Carry-Thru Spar Inspection (AD 2020-03-16 and 2023-02-17)
A visual and eddy current check of the carry-thru spar lower cap for corrosion and cracks.
Cessna 210s from the 210G on are covered by one of two carry-thru spar ADs. Which one depends on your model.
On May 26, 2019, a T210M broke up in flight in Australia. The cause was a fatigue crack that started at a corrosion pit in the carry-thru spar lower cap. The FAA responded with two ADs:
- AD 2020-03-16, effective March 9, 2020: 210G, 210H, 210J, 210K, 210L, 210M and the matching T210 models. About 1,520 U.S.-registered airplanes.
- AD 2023-02-17, effective March 20, 2023: 210N, 210R, P210N, P210R, T210N, T210R, and the 177 series. About 3,421 U.S.-registered airplanes across all its models.
AD 2023-02-17 did not replace AD 2020-03-16. Each AD still covers its own models.
Why the fleet is split across two ADs
The FAA split the airplanes because the carry-thru spar is exposed differently.
- On the 210G through 210M, and the matching T210s, the upper surface of the carry-thru spar is exposed, and the skin splices are leak paths. The FAA says those airplanes had the most widespread and severe corrosion. They stay under AD 2020-03-16.
- On the 210N, 210R, and the P210 and T210 equivalents, fuselage skin covers the upper surface, and the spars left the factory with zinc chromate primer. Those airplanes were also delivered with foam along the lower cap. The FAA says that foam traps moisture against the spar. They are under AD 2023-02-17, with the 177 series.
AD 2023-02-17 points the inspection steps to Textron service letters SEL-57-08, Revision 2, and SEL-57-09, Revision 1.
What the inspection involves
- A visual inspection of the carry-thru spar lower cap with a 10X magnifier, looking for corrosion, cracks, and damage
- An eddy current inspection of the cap's kick area and any spot where corrosion was removed
- Corrosion removal within the AD's limits, then primer and a corrosion-inhibiting compound
- Reporting the results to the FAA where the AD requires it
If your 210 hasn't complied yet
AD 2023-02-17 gave owners 200 hours or 12 months, whichever came first. That window has closed. Under 14 CFR 39.7, operating an airplane that doesn't meet an applicable AD is a violation. This matters most for airplanes coming out of storage, changing hands, or missing a clear logbook entry.
The FAA calls both ADs interim actions, so more rulemaking may follow.
As of September 29, 2023, the FAA had received these inspection reports, later published by theAustralian Transport Safety Bureau:
- AD 2020-03-16, 210G through 210M: 969 reports. Corrosion was reported on 446 airplanes. 62 carry-thru spars were removed from service because of cracking, corrosion, or other damage.
- AD 2023-02-17, 210N and 210R families: 343 reports. Corrosion was reported on 21 airplanes. 2 carry-thru spars were removed for damage other than cracking or corrosion.
Those counts are reports the FAA had received by that date, not a result for every airplane in the fleet. In May 2025 the FAA told the ATSB that replacement carry-thru spar structures had been approved, and that the work with Textron Aviation was still going.
What it costs
The FAA's estimates for AD 2023-02-17, at $85 an hour:
- Access and visual inspection: about 20 hours, $1,700
- Eddy current inspection: about $600, as a contracted service
- Total: about $2,300
- New carry-thru spar, if one is needed: about $33,600 to $35,000 for a 210 or T210, and about $38,700 for a P210
Who does the work
Your A&P handles access and the visual inspection. The eddy current step is specialized NDT work that most shops contract out, which is how the FAA priced it. We connect you with an eddy current inspector who covers your airport.
Related inspections
Cessna 177 Cardinal Carry-Thru Spar InspectionWing Spar Eddy Current InspectionWing Spar Corrosion Repair
This page summarizes AD 2020-03-16 and AD 2023-02-17. Always work from the current AD text and your mechanic's judgment.
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