AD 2023-02-17 Airworthiness Directives; Textron Aviation Inc. (Type Certificate Previously Held by Cessna Aircraft Company) Airplanes

Makes named: textron aviation, cessna. Models named: 210N, 210R, P210N, P210R, T210N, T210R, 177, 177A, 177B, 177RG. Read the applicability below — it usually turns on serial or part numbers too.

This AD applies to Textron Aviation Inc. (Type Certificate previously held by Cessna Aircraft Company) Model 210N, 210R, P210N, P210R, T210N, T210R, 177, 177A, 177B, 177RG, and F177RG airplanes, all serial numbers, certificated in any category.

Comply with this AD within the compliance times specified, unless already done.

Within 200 hours time-in-service (TIS) after the effective date of this AD or within 12 calendar months after the effective date of this AD, whichever occurs first, prepare the carry-thru spar lower cap for inspection by following steps 4 and 5 of the Accomplishment Instructions in Textron Aviation Mandatory Single Engine Service Letter, SEL-57-08, Revision 2, dated August 3, 2020 (Textron SEL-57-08R2); or Textron Aviation Mandatory Single Engine Service Letter, SEL-57-09, Revision 1, dated August 3, 2020 (Textron SEL-57-09R1), as applicable to your airplane model. Visually inspect the carry-thru spar lower cap (including the lower surface, upper surface, and edge) with a 10X magnification lens looking for corrosion, cracking, and damage. You are not required to inspect the lower cap to web radius, spar web, upper cap, or lugs. Refer to the `Spar Dimensions' and the `Spar Detail' figures on page 7 of Textron SEL-57-08R2 or Textron SEL-57-09R1, as applicable to your airplane model, for the location of the specific spar features. (1) If there is any cracking, before further flight, remove the carry-thru spar from service. (2) If there is damage or evidence of previous removal of corrosion (blending), before further flight, either remove the carry-thru spar from service or repair the area using a method approved as specified in paragraph (n) of this AD. Comply with the requirements in paragraph (h) of this AD before further flight. (3) If there is any corrosion, before further flight, remove the corrosion in the affected area by following steps 6.B.(1) through (7) of the Accomplishment Instructions in Textron SEL-57-08R2 or Textron SEL-57-09R1, as applicable to your airplane model, and then mechanically measure the depth of the blended area using a straight edge and feeler gauge or a depth gauge micrometer. (i) If the material removed in the blended area exceeds the allowable blend limits specified in table 1 (including the notes) of Textron SEL-57-08R2 or Textron SEL-57-09R1, as applicable to your airplane model, before further flight, either remove the carry-thru spar from service or repair the area using a method approved as specified in paragraph (n) of this AD. Comply with the requirements in paragraph (h) of this AD before further flight. (ii) If the material removed in the blended area does not exceed the allowable blend limits specified in table 1 (including the notes) of Textron SEL-57-08R2 or Textron SEL-57-09R1, as applicable to your airplane model, comply with the requirements in paragraph (h) of this AD before further flight. (4) If the visual inspection did not detect corrosion, cracking, or damage and there is no evidence of previous removal of corrosion, comply with the requirements in paragraph (h) of this AD within 200 hours TIS after the effective date of the AD or within 12 calendar months after the effective date of the AD, whichever occurs first.

This AD was prompted by the in-flight break-up of a Model T210M airplane, due to fatigue cracking of the carry-thru spar that initiated at a corrosion pit and subsequent corrosion reports on other Model 210-series and Model 177-series airplanes. The FAA is issuing this AD to detect and correct cracking, corrosion, and other damage of the carry-thru spar lower cap, which, if not corrected, could lead to the carry-thru spar being unable to support the required structural loads and could result in separation of the wing and loss of airplane control.

None.