Any 210 experts here? I'm looking some knowledge about the spar corrosion AD and replacements.

There are a few 210s for sale out there with new carry throughs. I'm sure they're safe, as good or better than new, if done correctly. How hard is the carry through process and is it something that's easy to screw up? Is there any reason to avoid a 210 with a replaced carry through?

I can see this AD developing into a OWT that the V-tails had attached to them for decades. Is a 210 with a replaced carry through is just as good as one that passes the inspection, or would you consider the replacement to be better than new? Any different at all? Is it considered DH?

The real question: Is there a reason to avoid a 210 with a new carry through and, all other things being equal, would you take one that passed the eddy current or would you rather have one that was opened up for a new carry through?

I'm generally in the camp that sees damage history as an opportunity for mechanics to look at things that would otherwise remain unseen, thus (at least theoretically) a plane that has been opened up for repairs will have extra "while-we're-in-there-work" performed along with the main repair. A perk that comes with a discount, but a stigma as well.

On the other hand, the AD came about due to moisture getting trapped between the foam and the metal. I'd bet planes that were hangered and cared for would be less likely to have corrosion up there. So, it would stand to reason that a plane with a corroded spar may also have other undiagnosed issues stemming from a hard life.

And thank you to everyone who replied to my Mooney K thread. There's just no way a Mooney will work for what we're trying to do. This is starting to feel like all roads lead to Beech.

I have a 177rg, not a 210 but effectively the same AD. Fortunately mine passed.

I see no reason to be concerned about a plane that had the carry through replaced. When it’s all said and done it’s just another component, albeit a major one. Old planes will always have had components replaced. Like all older planes I would have a good pre buy inspection carried out amongst other things to check for corrosion. I see no real reason to think that just because the spar carry through failed the AD the rest of the airframe is necessarily corroded.

Whether a planes carry through passed the AD or whether it was replaced would not influence my purchase decision. If it was replaced it was with a second hand one anyway.

Del, Please pick up the Phone

Textron manufactured new stock of the spar.

I just went through a pre-buy on a 210 and the wingspar was factory and all checked out. I was present for the pre-buy. I do not think an original wingspar is any less strong than a new one. I did shy away from planes that had the wingspar replaced, just personal preference, as I believe it’s a rather invasive surgery. So I would be very particular as who replaced it and the reputation of said shop. If my plane needed a wing spar now, at least I am in control of choosing. I guess I’m saying, be very very diligent

skywagonuniversity has a video on the spar AD. Its worth a watch.

Rgs,

Patrick

I replaced the spar in my 177RG, which is the same design, same AD. You are correct that it is major surgery. It generally requires removing the wings (although a few guys have propped up the wings and done it without that), and drilling out the top skins. Additionally, all the wiring passes through the lightning holes in the spar so all that (all the way to the tail!) needs to be pulled forward. As these planes are all 40-50 years old, that wiring is often brittle and frail. Paul New, famed 210 guru, has done a bunch of these and estimates it around a 140 hour ob. That's about what it took me.

All that being said, done properly you'll never know the difference. It's a big job but not overly complex. Most of the work is just basic mechanic stuff: pulling wires, rigging ailerons, hooking up fuel lines, etc... The only specialized skill is drilling out the rivets on the top skin and riveting them back on. For an experienced sheet metal guy this is all in a days work.

Some might argue that the replaced spar is better in the long run. This is because it can be more thoroughly cleaned, inspected, and painted if it's out. In addition, by removing the wings and other parts you get a chance to more thoroughly inspect the rest of the plane and find stuff wearing out, breaking, or about to break.

I've done the AD both ways, on a spar in the plane and the above mentioned spar that had to be replaced. I think you can do a good enough job on the in plane spar. You could drive a truck over these spars, and if you look into the history of the AD you'll likely come to the same conclusion that the rest of us did: this was an isolated incident on an extreme use case and the FAA overreacted. In addition, you are more likely to break stuff taking it apart than finding broken stuff. The Waddington Effect. I think I came out even (I broke as much as I found).

Bottom line, I wouldn't hesitate at all to buy a plane with a replaced spar, assuming it was done properly. But I wouldn't pay extra for one either. It's just another part that got replaced.

Finally, to my knowledge Textron has not supplied new replacement spars yet. There's a handful of Cardinal guys waiting anxiously, and while they are not the same the p/n they were supposedly built from the same forging. Textron must have lost the dies because they are switching it to a hog out and apparently working on the FAA cert. If they got the 210 spars done that's news to me. Could be they had some NOS ones laying around, or guys are just saying "new" as in "new to this plane". There are a few used 210 spars floating around. Cardinal RG spars are unobtanium.

Absolutely, positively, do NOT buy an airplane that has not had the AD done. If the plane is flying it should have been done by now. In addition, check to make sure they did it properly, and logged it properly. The spar should have been epoxy primed (green) and coated with Corban (a sticky, translucent brown). A disappointing number of airplanes seem to miss one or the other of these steps.

I'm honestly surprised Tex made new carry through spars. I'm impressed.

Best,
Rich

I believe I have heard this from a couple sources including a Cessna sales rep, that Textron will always support their fleet no matter the year. Now, it may cost you a pretty penny, but you’ll get the part. Just ordered factory vents for my 210 direct from textron.

I believe I have heard this from a couple sources including a Cessna sales rep, that Textron will always support their fleet no matter the year. Now, it may cost you a pretty penny, but you’ll get the part. Just ordered factory vents for my 210 direct from textron.

House? I own an airplane, who can afford both. lol

Thank gawd you have your priorities straight!

Bottom line; get a good prebuy by someone who knows the type intimately.
A replaced carry through spar job is only as good as those who did it.

I don’t know if Textron made new spar carry through’s for the 210 but I doubt it. As far as I know they haven't for the 177.

I believe there is talk of them doing so but that it has to go through the FAA approval process. I imagine this must be because they no longer have the original tooling and so propose a different manufacturing technique.