DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2020-0156; Product Identifier 2019-CE-053-AD; Amendment
39-21029; AD 2020-03-16]
Airworthiness Directives; Textron Aviation Inc. (Type Certificate
Previously Held by Cessna Aircraft Company)
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
SUMMARY: The FAA is adopting a new airworthiness directive (AD)
Textron Aviation Inc. (Textron) (type certificate previously held by
Cessna Aircraft Company) Models 210G, T210G, 210H, T210H, 210J, T210J,
210K, T210K, 210L, T210L, 210M, and T210M airplanes. This AD requires
visual and eddy current inspections of the carry-thru spar lower cap,
corrective action if necessary, application of a protective coating and
corrosion inhibiting compound (CIC), and reporting the inspection
results to the FAA. This AD was prompted by the in-flight break-up of
Model T210M airplane in Australia, due to fatigue cracking that
initiated at a corrosion pit, and subsequent reports of other Model
210-series airplanes with widespread and severe corrosion. The FAA is
issuing this AD to address the unsafe condition on these products.
DATES: This AD is effective March 9, 2020.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of March 9,
The FAA must receive comments on this AD by April 6, 2020.
ADDRESSES: You may send comments, using the procedures found in
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow
for submitting comments.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this final rule, contact
Textron Aviation Inc. One Cessna Boulevard, Wichita, Kansas 67215;
phone: (316) 517-6061; email: firstname.lastname@example.org; internet: https://
support.cessna.com. For information on the availability of this
material at the FAA, call (816) 329-4148. It is also available on the
internet at https://www.regulations.gov by searching for and locating
Docket No. FAA-2020-0156.
Examining the AD Docket
You may examine the AD docket on the internet at https://www.regulations.gov
searching for and locating Docket No. FAA-2020-
0156; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this final rule, the regulatory evaluation, any comments received, and
other information. The street address for Docket Operations is listed
above. Comments will be available in the AD docket shortly after
FOR FURTHER INFORMATION CONTACT: Bobbie Kroetch, Aerospace Engineer,
Wichita ACO Branch, 1801 Airport Road, Room 100, Wichita, Kansas 67209;
telephone: (316) 946-4155; fax: (316) 946-4107; email:
email@example.com or Wichita-COS@faa.gov.
The FAA received a report that, on May 26, 2019, a Textron Model
T210M airplane experienced an in-flight break-up while performing low-
altitude aerial survey operations in Australia. The carry-thru spar
failed and resulted in wing separation and loss of control of the
airplane. A visual examination of the fracture surface identified
fatigue cracking that initiated at a corrosion pit. The FAA issued an
airworthiness concern sheet (ACS) on June 27, 2019, advising owners and
operators of the accident and requesting relevant information about the
Following the ACS, the FAA received reports of widespread and
severe corrosion of the carry-thru spar on Models 210G, T210G, 210H,
T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M
airplanes. Further investigation identified that these early model
airplanes were manufactured without corrosion protection or primer,
increasing their susceptibility to corrosion. Additionally, the design
of these early model airplanes, where the upper surface of the spar is
exposed to the environment, allows a pathway for moisture intrusion.
Model 210-series airplanes were also delivered with foam installed
along the carry-thru spar lower cap. The foam traps moisture against
the lower surface of the carry-thru spar cap, which can increase the
development of corrosion.
Corrosion of the carry-thru spar lower cap can lead to fatigue
cracking or reduced structural strength of the carry-thru spar, which
could result in separation of the wing and loss of airplane control.
The FAA is issuing this AD to address the unsafe condition on these
Related Service Information Under 1 CFR Part 51
The FAA reviewed Textron Aviation Mandatory Single Engine Service
Letter SEL-57-08, Revision 1, dated November 19, 2019 (SEL-57-08 R1).
This service information contains instructions for visually inspecting
the carry-thru spar for corrosion, damage, and cracks and for
completing an eddy current inspection. This service information also
specifies applying protective coating and CIC.
This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section.
Other Related Service Information
The FAA reviewed Textron Aviation Mandatory Single Engine Service
Letter SEL-57-08, dated November 1, 2019, which contains the same
instructions and repair criteria as SEL-57-08 R1.
The FAA also reviewed Textron Aviation Mandatory Single Engine
Service Letter SEL-57-06, dated June 24, 2019, and Textron Aviation
Mandatory Single Engine Service Letter SEL-57-06, Revision 1, dated
November 19, 2019. This service information contains instructions for
visually inspecting the carry-thru spar for corrosion and doing an eddy
current inspection of the carry-thru spar regardless of whether
corrosion is found and removed. This service information also contains
instructions for applying CIC, but does not specify applying protective
The FAA is issuing this AD because the FAA evaluated all the
relevant information and determined the unsafe condition described
previously is likely to exist or develop in other products of the same
This AD requires accomplishing the actions specified in SEL-57-08
R1 with the exception of the differences discussed in the Differences
Between the AD and the Service Information section located below. This
AD also requires reporting the inspection results to the FAA by email
Differences Between the AD and the Service Information
Although Textron SEL-57-08 R1 also applies to Models 210N,
P210N, T210N, 210R, P210R, and T210R airplanes, this AD does not.
Models 210N, P210N, T210N, 210R, P210R, and T210R airplanes were
manufactured with corrosion protection. While the spars on these models
are subject to corrosion, the reports the FAA has received indicate the
corrosion is not as widespread or severe as on the earlier models
manufactured without corrosion protection. Therefore, the FAA has
determined to not include Models 210N, P210N, T210N, 210R, P210R, and
T210R airplanes in this immediate AD action; however, the FAA may take
AD action that applies to these models in the future.
Textron SEL-57-08 R1 allows up to 12 months to comply with
the actions in the service letter. Due to the widespread and severe
corrosion affecting a substantial number of airplanes, this AD requires
compliance no later than 60 days after the effective date of this AD.
Textron SEL-57-08 R1 specifies inspecting all interior
surfaces of the carry-thru spar, while this AD only requires inspecting
the carry-thru spar lower cap, including the lower surface, edge, and
upper surface of the lower cap. While the web and upper cap of the
carry-thru spar may be susceptible to corrosion, evidence does not
support including inspection of these areas as part of this AD. The FAA
will continue to monitor reports of corrosion on all areas of the
carry-thru spar for potential future action.
Textron SEL-57-08 R1 does not require an eddy current
inspection on the carry-thru spar unless the amount of material removed
in the blended area exceeds 0.010 inch deep but is within limits. This
AD requires eddy current inspection of all locations on the carry-thru
spar where corrosion was removed. The fatigue crack on the Model T210M
airplane that suffered the in-flight break-up initiated from a
corrosion pit approximately 0.011 inch deep in the lower cap kick area.
The less restrictive eddy current inspection requirements specified in
SEL-57-08 R1 could potentially miss similar fatigue cracks on airplanes
currently operating in the field.
Textron SEL-57-08 R1 only requires an eddy current
inspection of the lower cap kick of the carry-thru spar if corrosion is
identified on the carry-thru spar cap. This AD requires a one-time eddy
current inspection of the lower cap kick area of all affected
airplanes, regardless of the results of the visual inspection. The
fatigue crack on the Model T210M airplane that suffered the in-flight
break-up initiated in the lower cap kick area. Cracks and corrosion
damage may be difficult to identify through visual inspection alone.
The FAA will use the results of the one-time eddy current inspection of
the lower cap kick area, in part, to determine the necessity of future
Textron SEL-57-08 R1 specifies contacting Textron for
evaluation and disposition of certain damage. Instead, this AD requires
removing the carry-thru spar from service or repairing it (if possible)
in accordance with the AMOC procedures identified in paragraph (o) of
this AD. Operators should work with Textron to develop a repair in
support of an AMOC request.
Textron SEL-57-08 R1 provides instruction allowing
airplanes that have complied with SEL-57-06 to complete the application
of the protective coating and CIC within 200 flight hours or at the
next annual inspection, whichever occurs first. This AD permits those
airplanes that have complied with the visual and eddy current
inspections in SEL-57-06, as required in paragraphs (g) and (h) of this
AD, to complete the application of the protective coating and CIC
within 12 months from the date of the visual and eddy current
The FAA considers this AD interim action. This AD requires a one-
time visual inspection of specified areas on the carry-thru spar lower
cap and an eddy current inspection of the lower cap kick area and any
locations where corrosion was removed. This AD also requires reporting
the inspection results to the FAA. The FAA will analyze the inspection
results received to determine further rulemaking action.
FAA's Justification and Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD without providing an opportunity for public comments prior to
adoption. The FAA has found that the risk to the flying public
justifies waiving notice and comment prior to adoption of this rule
because of a severe and widespread corrosion issue affecting the carry-
thru spar lower cap on some Textron Model 210-series airplanes. As of
January 29, 2020, Textron has received 194 inspection reports on Models
210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M,
and T210M airplanes. Of these 194 reports, 96 airplanes have reported
corrosion (49 percent) with 18 of those reports (9 percent) resulting
in removing the carry-thru spar from service. The corrosion observed
included several instances of exfoliation corrosion and stress
corrosion cracking. The FAA has determined that the large number of
corrosion reports and the severity of the corrosion identified on a
critical single load path part necessitate issuance of an immediately
adopted rule. If the corrosion initiates a fatigue crack or affects the
carry-thru spar's ability to support the required structural loads, the
airplane may suffer a catastrophic failure. Therefore, the FAA finds
good cause that notice and opportunity for prior public comment are
impracticable. In addition, for the reasons stated above, the FAA finds
that good cause exists for making this amendment effective in less than
This AD is a final rule that involves requirements affecting flight
safety and was not preceded by notice and an opportunity for public
comment. However, the FAA invites you to send any written data, views,
or arguments about this final rule. Send your comments to an address
listed under the ADDRESSES section. Include the Docket Number FAA-2020-
0156 and Product Identifier 2019-CE-053-AD at the beginning of your
comments. The FAA specifically invites comments on the overall
regulatory, economic, environmental, and energy aspects of this final
rule. The FAA will consider all comments received by the closing date
and may amend this final rule because of those comments.
The FAA will post all comments the FAA receives, without change, to
https://www.regulations.gov, including any personal information you
provide. The FAA will also post a report summarizing each substantive
verbal contact the FAA receives about this final rule.
Costs of Compliance
The FAA estimates that this AD affects 1,520 airplanes of U.S.
The FAA estimates the following costs to comply with this AD:
||Cost per product
||Cost on U.S. operators
|Inspections (includes part removal
for access, removal of foam, visual inspection, eddy
current nspection of the cap kick area, application of primer and
corrosion inhibitor and reassembly)
|15.5 work-hours x $85
per hour = $1,317.50
|Report of inspection results
||2 work-hours x $85
per hour = $170
The FAA estimates the following costs
to do any necessary repairs
based on the results of the inspection. The FAA has no way of
determining the number of airplanes that might need these repairs:
||2 work-hours x $85 per hour =
|On-condition eddy current inspection
||1 work-hour x $85 per hour =
||160 work-hours x $85 per hour
The amount of work-hours necessary
to complete the eddy current
inspection and remove the corrosion will depend on the extent of the
corrosion on the spar. The FAA has no way of estimating the work-hours
that may be required for those procedures. The FAA's cost estimate
assumes a minimum of one hour for the eddy current inspection and two
hours for the corrosion removal. Replacement spars are not currently
available from Textron. Textron no longer produces the current spar
design, and they are working to develop a new spar design. The FAA does
not have data to determine the availability of replacement spars from
Paperwork Reduction Act
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 2 hours 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
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Flexibility Act
The requirements of the Regulatory Flexibility Act (RFA) do not
apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt
a rule without prior notice and comment. Because FAA has determined
that it has good cause to adopt this rule without notice and comment,
RFA analysis is not required.
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866, and
(2) Will not affect intrastate aviation in Alaska.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new airworthiness