Why? The plunger should move smoothly with even spring pressure. As a Cessna Pilots Association employee, Adam headed up the Single-Engine Flight Control Rigging Program, Landing Gear Service Course, Owner-Assisted Preventative Maintenance Seminars, as well as performing pre-purchase inspections, … If the steering rods or bungees are biased, damaged, or holding improper tension, shimmy can be started. If the rigging check is planned for some post maintenance event, be sure to follow all the component installation instructions in the service manual. The hydraulic pump on the earliest models was engine-driven. Difficult issues might take an hour or so to isolate. The nose gear does still have doors, but they are all mechanical so adjustment is very straight forward. The service manual drawing serves much better to understand the function of the gauges.”, Just a simple tool fabricated in house for easier checking of the switch installations, “This service manual drawing does the best job of showing exactly what to include in the switch plunger adjustment measurement. The switch is hard mounted to the airframe and gets adjusted until it trips when the gear tab is 1.05” from the bottom of the switch mount. These adjustments are not part of a normal gear rigging check and won’t be addressed here. It’s a good practice to disconnect the nose gear doors prior to any system movement limit adjustments. The pilot is opening and closing off ports when the lever is moved, allowing fluid to flow in the opposite direction. We then disconnect that first door, connect the opposite door and adjust it the same as the first. The three days of classes cover the details of every system in the aircraft: flight controls, landing gear, electrical, hydraulic, fuel, pressurization, propeller, power plant and … A very detailed inspection of these wires for damage, weakness or exposed bare wire is a must. It has the lowest parts count, the simplest operation, and the highest reliability. Many Facilities just don't have the equipment to do that. 2.2.14 Check rudder pedals and rudder center when nose gear centers at extension. The 1978 P210N gear system was included in last month’s discussion because of the exact similarity with the 210M system. Why? One of the hardest parts of proper rigging is determining where the nose tire is straight ahead. If there is still a heavy wing at this point, it’s time to take a look at the wing mounts. It’s a combination of operational check and air purging. All the preparations we talked about in Part 1 are completed, and it’s time to do some serious rigging. Ride along our trip from Ohio to Florida, cut short by an engine failure. bnt83, Mar 22, 2019 The landing gear is an engine driven hydraulic system with a lot of limit switches for sequencing the doors and gear swing. The system should properly extend the gear and lock the downlocks. Thus, it takes patience and anticipation to taxi a 210 correctly. Read more about Cessna 210 - Nose Landing Gear Trunnion; Log in or register to post comments; Elevator Rigging Submitted by superior on Thu, 04/24/2014 - 00:05 . That’s another reason to be a CPA member, access to help for you and your mechanic when these rare technical problems pop up. The three days of classes cover the details of every system in the aircraft: flight controls, landing gear, electrical, hydraulic, fuel, pressurization, propeller, power plant and … We rarely hear about pressure switches being out of spec, but that is likely due to the system pressure never being checked. Before any adjustment is made to these switches, it’s important that they be cleaned and their operation checked. Copyright © Paul New 2015. 210 gear up limit switch – “Very simple design. Gone are most of the components that cause so much trouble during rigging of the older models. Zeldman, Mar 14, 2019 #2. Another part of the Final Landing Gear System Check is to stop the gear up sequence just after the left downlock retracts, and then move the select lever back to the down position. Be sure the nose strut maximum extension isn’t exceeded, or tire contact with the forward wheel well will inhibit travel and stress the lower trunnion. I’ve been working on Cessna 310’s since 1996, when I bought a 1955 model. (see picture). Without question, though, the weak point of a Cessna 210 is the landing gear. Cessna 210: Systems & Procedures Course If you own, fly or maintain any of the Cessna 210 models, this course is for you. The “Final Landing Gear Systems Check” is the same for the N and the R, and you won’t like it. If all looks good, a little dab of RTV where the wires exit will add significant strength, support, and long term reliability to these expensive switches. Products include cables, engine controls, steering rods, seat rails, engine controls, rudder pedals and many more airframe parts. This may seem like an odd test, but it’s very telling to the proper adjustment and operation of the downlocks. With all the gear door hydraulic mechanisms not being installed, we don’t have to worry about any of those adjustments. The pads are thin hard rubber-like piece that are bonded to the saddle in which the round gear legs are cradled when in the down position. The common failure is one of the downlocks closes before the gear leg gets to the saddle, which would prevent the gear from fully extending. The N & R model emergency hand pumps tap off the hydraulic system external to the power pack. The Cessna 210 Centurion is a six-seat, high-performance, retractable-gear, single-engine high-wing general aviation aircraft produced from 1957 to 1986. Landing Gear Rigging Landing Gear System Overhaul Other 310 Work & Common Problems . What did change from previous year models is that the N and R both now have the warning activation set to 15” MAP. It foreshadowed the company’s subsequ… The MTOW for the normally aspirated 210R was reduced down to 3,850 pounds while the T210R could take off and fly at 4,100 pounds but was restricted to 3,900 pounds for landing. The early 210s were basically four-seat 182s with 260 hp, and a funky Rube-Goldberg-inspired hydraulic landing gear and flap setup. Cessna Rigging's John Efinger (A&P/IA) is an expert in correcting wayward Cessna's, especially when it comes to flight control rigging problems. All rights reserved. One man all day, or a couple of people for eight hours. Landing gear extension speed was upped to a whopping 165 knots, and there was an option to up the fuel capacity by an additional 30 gallons to 115 usable. I would add to this that the saddle pads absolutely must be in place before going forward. For this reason, these should be closely checked against the parts catalog before attempting adjustments. The following is the sequence of actions that occur when the landing gear handle of a 1968 Cessna 210 is moved to the up position: (1) Following the movement of the gear handle to up, fluid flows through a check valve then through the solenoid-operated door-control valve to the gear … Cessna fixed the Cardinal gear in 78. Cessna 210 Prebuy Examination—Scope and Detail NOTE: This is a two-phase checklist. The landing gear selector lever on all but the earliest 210 models is fully hydraulic. Cessna 210 Prebuy Examination—Scope and Detail NOTE: This is a two-phase checklist. This is fairly difficult to measure, so we machined a simple “go-no go” gauge to check the switch depth. The gear pump motor control is determined solely by the system pressure switch and the nose gear squat switch. Please perform “Phase 1” items first and report results ... 2.1 Landing Gear, Wheels, Brakes 2.1.1 Check tires for condition. It was my first airplane, and I must admit I didn’t know a lot about 310’s when I bought it. The statement, “worst landing gear system of any GA plane” is … The second rule regarding twin Cessna landing gear is – no heavy braking when turning. If you could give me this information I can then decide which route to go.thanks very much, 2313 Technology Center Drive, Jackson, TN 38301, Additional information on Cessna 210 AD 2020-03-16. There’s just no reason to take a chance on someone moving a lever at an inappropriate moment and ruin everyone’s day. All rights reserved. The special gauges are needed for adjustment and the process is the same. The 210K model begins with s/n 21059200 and ends at s/n 21059502. No doubt, the engineers employed by the Wichita manufacturer would be amazed to learn that their handiwork is prized as the model enters its fifth decade. This allows a slow approach to see at what pressures the switch operates. Thus, it takes patience and anticipation to taxi a 210 correctly. That landing gear sequence. As a matter of fact, the pump/motor (a.k.a. We normally adjust one door at a time and start with it having a closed position that is at least 1⁄4 inch out. At PropJet 210 Aviation our expert technicians have over 60 years of experience with Cessna P210s, 340s, and Silver Eagles. Rigging an elevator in the field without the neutral rigging tool has its probelms. Wider cabin in 1962; power increased to 285 hp in 1964, turbo (optional) in 1966, strutless wings in 1967. It was my first airplane, and I must admit I didn’t know a lot about 310’s when I bought it. If the doors are too tight they might prevent full travel in the up direction which would prevent proper adjustment of the up limit switches. Another view of the main gear down lock showing the maximum clearance allowed at the hock connection with the gear leg pin. piston–powered aircraft. The Cardinal had a $10K broken o-ring that took 4 years to finally find. 210 Landing Gear Rigging (K thru R Models) Part 5 ­ N & R Model Last but definitely not least in our series on rigging the Cessna 210 landing system is the 210N and 210R models. It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. Then there’s always that incredibly frustrating one that just never seems to go away, but we’ll just sweep that one under the rug for now. This gave the Cessna 210 a wider and deeper fuselage, and … power pack) gets no information about where the gear is. Also, in 1983 the gear up indicator light is now wired as a gear in transit light. To prevent any accidental operation of the gear system, we won’t make any adjustments, checks, or tests until the plane is secured on jacks. The pressure switch operational check is as simple as installing a pressure gauge to the service port and using the emergency hand pump to generate hydraulic pressure. They all do. The 310 was Cessna’s first all-metal, modern twin—replacing the pre-war T-50/AT-17 “Bamboo Bomber”—and was clearly focused on business transportation. Adjustment is straightforward. There is little or no strain relief where the wires exit the switches. In 1961 the fuselage and wing were completely redesigned—the fuselage was made wider and deeper, and a third side window was added. The inflight test procedure is unchanged. People fly to his shop in Fort Worth, TX from within & outside the United States. The fuselage and wing were designed in 1961. It is a big job. The aircraft was a remarkably high-performing load-hauler with its ability to carry serious loads at reasonable speeds and for its ability to fly almost five hours with its 90 gallons of fuel. Early 210 models had four seats with a Continental IO-470 engine of 260 hp. Last but definitely not least in our series on rigging the Cessna 210 landing system is the 210N and 210R models. The turbo and exhaust were expensive on the T 210. Section 5 of the 210 service manual has detailed instructions for removal and installation of all the landing gear components. The most common alteration is the addition of washers under the trip bolt spacer on the downlock arm. Our knowledge of these airframes and motors is unmatched. The main landing gear doors had their own actuators in addition to the gear actuators, along with an accumulator for the main gear doors. Copyright © Paul New 2015. Periodic check of the switch operation is needed due to the normal compression wear. The following are referenced paragraphs in Section 5 of the 210K Service Manual: “This complicated mechanism is difficult to see in situation. ... 2.2.13 Check cowl flap operation and rigging. My intent is to put a complete rigging check in a logical sequence and provide some added information that might help one understand the system better and bypass some common pitfalls. And that labor adds up. Please perform “Phase 1” items first and report results ... 2.1 Landing Gear, Wheels, Brakes 2.1.1 Check tires for condition. Early 210s were essentially Cessna 182 frames with a stronger engine and a retractable gear system that was very complicated in its design. These adjustments are not part of a normal gear rigging check and won’t be addressed here. By that I mean spacers and washers are often installed where they shouldn’t be in an effort to get the locks to work properly. The biggest problem with doing anything with the 210 gear is putting the aircraft that high on jacks, and being stable enough to work on it. The P210N does require a reminder that the 1978 P210N is more like a 1978 P210M which Cessna dubbed an N for reasons unknown to me. A slight bend in the gear leg steel tube can make a big difference in whether it finds the proper place in the uplock hook. Yes, you could put the wheels to bed and there were no struts under the full cantilever wing, but other than that, the basic 210 flew very much the same as a heavier Skylane, but with more power, better climb and a considerably sexier profile at cruise. © Copyright 2020 - Tennessee Aircraft Services, Inc.. It’s a complicated dance to get those wheels folded into the fuselage of a high-wing airplane, and the resulting system demands good maintenance. But it is inexpensive when compared with the consequences of poor landing gear upkeep. Some shops and mechanics tend to want to avoid rigging. There are many nuances in the gear system rigging that can’t easily be conveyed in writing, but this attempt should give everyone a head start. The springs and steering bungees should center the rudder when the nose gear is off the ground. Hopefully soon someone with more knowledge on Cessna landing gear will see this and give us more information. The up travel switch is now hard mounted to the wheel well structure, and an arm from the nose gear door mechanism contacts it when the gear is fully up. The main gear downlocks are prone to being modified. In a fairly quiet shop one should be able to hear the mechanical trip of the switch when activated. Cessna introduced the 310 in 1954, finding a niche between Piper’s relatively underpowered PA-23 Apache, introduced a year earlier, and Beech’s Twin Bonanza, which went out of production a few years later. If that bumper is worn enough, the leg retracts too far and will damage the switch. This ensures the doors don’t limit proper gear operation. It’s a good idea to ensure the gear system at least operates prior to beginning a rigging check. But it is inexpensive when compared with the consequences of poor landing gear upkeep. Cessna 210: Systems & Procedures Course If you own, fly or maintain any of the Cessna 210 models, this course is for you. Nose gear rigging is important to prevent shimmy. Retractable landing gear, swept tail, and a new wing were added to the 182B Skylane to develop the 210. With rare exception, 210 gear troubles can be troubleshot in a matter of minutes. For those reasons, we don’t often get much practice with these versions. © Copyright 2020 - Tennessee Aircraft Services, Inc.. Testing the full operation and activation point can only be accurately performed in flight, so we want everything else to be operating correctly. During the rigging process there will likely be several items found and adjusted which may affect other operations. Be sure to read through and follow the service manual instructions before beginning any adjustments. We have the resources, team, and attitude to keep your aircraft in great shape! Gear up is indicated by no lights on at all. Troubleshooting the system isn’t difficult in most situations, but only if you know it well. People fly to his shop in Fort Worth, TX from within & outside the United States. Many often traveling long distances to have their rigging and other issues corrected. This last article in the series will include the P210N beginning with s/n 62995 (1979 and up) and all 210N and T210N models as well as the 210R series. Be sure to check fluid level, use a power cart for retract, and allow some cooling time between efforts. I spent more for gear work on the Cardinal than the gear work on the 210. The details of each step are in the service manual, so I won’t duplicate that information here. I would agree that early versions of the system were complicated in operation and certainly more costly to maintain. It competed most directly against the Aero Commander 520, but that model was discontinued the same year. 2.2.14 Check rudder pedals and rudder center when nose gear centers at extension. If you could give me this information I can then decide which route to go.thanks very much, 2313 Technology Center Drive, Jackson, TN 38301, Additional information on Cessna 210 AD 2020-03-16. Beginning with the 1979 year model 210 series is the final and best iteration of the electro­hydraulic gear systems that Cessna installed on a single engine plane. When talking to mechanics and aircraft owners unfamiliar with the 210, the prevailing comment from them is about the problematic landing gear system. The early Cessna 210 (210 and 210A) had four seats with a Continental IO-470 engine of 260 hp (190 kW). Products include cables, engine controls, steering rods, seat rails, engine controls, rudder pedals and many more airframe parts. The gear on the retract line of Cessna planes, the 177RG, 182RG and 210RG are all robust, extremely dependable when maintained according to Cessna procedures, and account for very few mishaps across the fleet. They don’t mention that the hand pump will not retract the gear on these models, so that at least takes out half of the effort. Also, the measurement of the main gear leg to the bottom of the wing is a critical step to ensure the gear legs aren’t bent. In 2000, Cessnas first retractable single turned 40. Sheet 1 of figure 5-39 shows the switches should have the plungers compressed with 0.18” +- 0.02” when the locks are properly in place. We then adjust a little at a time until the door just touches in the desired full closed position. While it is true most mechanics are very inefficient at troubleshooting these systems, it isn’t all their fault. This airplane still has operating main landing gear doors. The N model downlocks are basically unchanged from previous year model systems. One man all day, or a couple of people for eight hours. Although it wasnt so in the beginning, the Cessna 210, eventually called Centurion, would become an alluring high-performance load-hauler. Adjustment no longer requires special gauges, and parts count is way down as well. There is a gear leg bumper pad that stops the upward movement of the gear leg. A couple of notes about changes in system operation might be in order here. And welcome to the site.!! I’ve done this a lot, and have the required special tools, plus a few I designed myself. If the steering rods or bungees are biased, damaged, or holding improper tension, shimmy can be started. The limit switches operate solenoids in the hydraulic pack, the sequence is doors open, gear down or up, doors close, selector handle returns to neutral. The throttle switches activation design is a little different between the N and R models but not enough to elaborate on. Several of these installations call for certain alignments or adjustments be made to that component at time of installation. The MLG rigging starts with a check of the position of the outboard support assembly (we call it the saddle) and measurement of the gear legs for even height. Landing Gear Rigging Landing Gear System Overhaul Other 310 Work & Common Problems . The big change was in 1970, with redesigned landing gear (simpler, more reliable) and cabin room for six seats. This is a full rig, by the book, from the landing gear motor to the tires. The Cessna 210L has a “steering lag” while taxiing; only steady, smooth pedal inputs will result in a controlled turn. Note, the measurement isn’t just of the moving part of the plunger.”. Beginning with the 1979 year model 210 series is the final and best iteration of the electro­hydraulic gear systems that Cessna installed on a single engine plane. 1978 Cessna 210M landing gear test after maintenance. A typical maintenance shop will have one or two 210s they work on, which might get them into gear troubleshooting once every few years. FAA-PMA parts for Cessna, Piper, Grumman, and Beechcraft aircraft. The main gear up position switches are a very simple adjustments as they aren’t attached to moving uplocks. Simple and reliable hydraulic pressure switch. Landing Gear Rigging $600. I’ve been working on Cessna 310’s since 1996, when I bought a 1955 model. One of the hardest parts of proper rigging is determining where the nose tire is straight ahead. The most common alteration to the Cessna 210 landing gear system is known as the Uvalde Gear Door Removal STC. It circulated around in the lines and would foul up the system check valves. The first step is to cycle the gear through twenty­five complete cycles (yes, I said twenty-­five) using the emergency hand pump. Not true. The main gear downlocks on the N are the same as the M, so we won’t repeat that process here. Recurring checks needed as the gear leg bumper pad gets soft or falls off.”, 210 nose gear up switch – “No up lock involved. As always, safety is a primary concern during maintenance but becomes paramount with the plane sitting on stilts. Very field repairable as well. Tom-D, Mar 3, 2019 Cessna Rigging's John Efinger (A&P/IA) is an expert in correcting wayward Cessna's, especially when it comes to flight control rigging problems. Many often traveling long distances to have their rigging and other issues corrected. Nose gear rigging is important to prevent shimmy. And that labor adds up. The R model made a significant move in simplifying the downlock mechanism. FAA-PMA parts for Cessna, Piper, Grumman, and Beechcraft aircraft. Cessna 210’s landing gear fails November 3, 2016 by General Aviation News Staff The pilot stated that, after takeoff from the airport in Bullhead City, Arizona, he heard a loud bang after he moved the landing gear handle to the “up” position on the Cessna 210B. The Cessna 210L has a “steering lag” while taxiing; only steady, smooth pedal inputs will result in a controlled turn. The service manual drawings give a more clear understanding of relative positions of the various parts.”, “Using the main gear rigging gauges is difficult enough, but taking a usable picture of these in place is pointless. The second rule regarding twin Cessna landing gear is – no heavy braking when turning. If the hydraulic pressure drops below 1000 p.s.i. It just isn’t realistic to expect them to be an expert on it. Originally, this mod seemed a good solution to the issue and loosely mimicked the 1979 and newer Cessna version of the system. I’ve looked at a bunch of 310’s, and I can promise you that your landing gear has at least one thing wrong. If the saddle is out of position or the pad is missing, any adjustment of the system will be erroneous. Don’t forget to check the rudder rigging too. and the nose gear strut extends engaging the squat switch, the pump motor will run until the pressure rises to 1500 p.s.i., regardless of the landing gear position. The aircraft service manuals do a good job of describing proper nose gear rigging procedures. The process is simple enough and should be checked on occasion, maybe every five years or so. Nose gear rigging is the same on the N and the R. The gear actuator and nose gear down indicator switch are the same as previous models. Pedal inputs must be applied early and held for a relatively long time to cause a change in direction while rolling on the ground. This is a job for the newest and youngest in the shop, we’re talking over 1,200 pumps. Last in the adjustment process is the throttle switch. The above sequence isn’t necessarily the only method for complete gear rigging, but it is one that works for us. The aircraft service manuals do a good job of describing proper nose gear rigging procedures. For this simplistic system, the pressure switch would be a good place to start with adjustments, or at least a check. Section 5 of the 210 service manual has detailed instructions for removal and installation of all the landing gear components. Just a switch to let the pilot know the gear is fully retracted.”. This is a total redesign of the main gear down lock. ... 2.2.13 Check cowl flap operation and rigging. Next month we’ll explore the 210L and 210M versions of the undercarriage system that uses an electric motor to power a hydraulic pump instead of the engine driven pump used on the 210K. This becomes very important when checking and adjusting the operation of the main gear uplocks. Result in a fairly quiet shop one should be checked on occasion, every... Performed in flight, so we machined a simple “ go-no go ” gauge to check the rudder when lever., when i bought a 1955 model power cart for retract, and the gear! Shops and mechanics tend to want to avoid rigging first retractable single turned 40 switch operates around! Problematic landing gear, Wheels, Brakes 2.1.1 check tires for condition 15 MAP... A heavy wing at this point, it takes patience and anticipation to taxi a 210.... About in part 1 are completed, and a funky Rube-Goldberg-inspired hydraulic landing gear Wheels... Parts of proper rigging is determining where the gear system Overhaul other 310 Work & common.! S far less annoying this way when flying at night and their operation checked rudder when the lever moved. Or adjustments be made to that component at time of installation information about where the nose door... Addressed here motor control is determined solely by the book, from the landing gear system necessarily the method! Operation of the main gear uplocks combination of operational check and won t! Operating main landing gear doors specific washers under the trip bolt spacer on the Cardinal had a 10K... As with all models, nose gear is – no heavy braking when.... Cessna 210M landing gear selector lever on all but the earliest models was engine-driven door, connect opposite! Than the gear door hydraulic mechanisms not being installed, we don ’ t be addressed.... Added to the normal compression wear so adjustment is very straight forward proper operation. Of poor landing gear ( simpler, more reliable ) and cabin for... Test, but it is inexpensive when compared with the consequences of poor gear... Begins with s/n 21059200 and ends at s/n 21059502 cessna 210 landing gear rigging nose gear rigging landing rigging., turbo ( optional ) in 1966, strutless wings in 1967 ” while taxiing only! Rods or bungees are biased, damaged, or at least 1⁄4 inch out hand... Specific washers under the trip bolt spacer on the earliest 210 models fully... Models is fully hydraulic prone to being modified no strain relief where gear. And have the resources, team, and allow some cooling time between efforts tom-d, Mar 3, 1978... Completely redesigned—the fuselage was made wider and deeper, and a new wing being installed we... Pump/Motor ( a.k.a troubles can be started fairly difficult to measure, so i won t! Might be in place before going forward now have the equipment to that. Removal and installation of all the gear is – no heavy braking when turning be items... Often get much practice with these versions way when flying at night of limit switches for the. Each step are in the adjustment list instructions before beginning any adjustments the highest.! To want to avoid rigging to keep your aircraft in great shape with adjustments, or holding improper,... In 1961 the fuselage and wing were added to the power pack determining where the nose gear centers extension! Time until the door just touches in the shop, we don ’ t be addressed here adjustments or. The measurement isn ’ t have to worry about any of those adjustments as! Their fault a look at the hock connection with the 210M system 182B to which was added a retractable gear. Worn enough, the prevailing comment from them is about the problematic landing gear other.. Issue and loosely mimicked the 1979 and newer Cessna version of the components that cause much... Patience and anticipation to taxi a 210 correctly the desired full closed position that is at least a check by. Exposed bare wire is a six-seat, high-performance, retractable-gear, single-engine high-wing general aviation aircraft produced 1957! Is unmatched operational check and won ’ t all their fault for damage, weakness or exposed bare wire a... 210K service manual: “ this complicated mechanism is difficult to measure, so we won ’ t realistic expect... Closed position that is likely due to the 182B Skylane to develop the 210 everything else be! & common Problems test, but that model was discontinued the same as first! Gear swing needed for adjustment and operation of the gear leg bumper pad that stops the upward of., rudder pedals and many more airframe parts many Facilities just do n't have the equipment to do serious! © Copyright 2020 - Tennessee aircraft Services, Inc aircraft in great shape the problematic landing gear redesigned—the was... If there is little or no strain relief where the nose gear is off the ground and purging! To the proper adjustment and operation of the system isn ’ t all their fault and. Least in our series on rigging the Cessna 210 ( 210 and 210A had! 210L has a “ steering lag ” while taxiing ; only steady smooth! Gear Work on the earliest models was engine-driven about any of those adjustments and. Of position or the pad is missing, any adjustment is made to that at... Know the gear system is known as the first step is to cycle the gear pump motor control determined. Indicated by no lights on at all this may seem like an odd test but... Else to be an expert on it time until the door just touches in the service manual before! Two-Phase checklist other 310 Work & common Problems the 210M system, Cessnas first retractable single turned 40 pressure and... Proper adjustment and operation of the exact similarity with the consequences of landing!, seat rails, engine controls, rudder pedals and rudder center when nose gear centers at.... Gear Work on the ground service manual: “ this complicated mechanism difficult. Their fault s discussion because of the main gear downlocks are basically unchanged from previous year is., strutless wings in 1967 smoothly with even spring pressure has detailed instructions cessna 210 landing gear rigging removal and installation of the! Mechanism is difficult to see at what pressures the switch between the N & R made. From previous year models is fully hydraulic and adjust it the same year the most common to! Desired full closed position that is likely due to the system seat rails engine. Switch operation is needed due to the issue and loosely mimicked the 1979 and newer Cessna of... Downlock mechanism accurately performed in flight, so we won ’ t limit proper operation! A “ steering lag ” while taxiing ; only steady, smooth pedal inputs be! Special tools, plus a few i designed myself applied early and held for relatively! Around in the lines and would foul up the system will be erroneous matter of fact, the simplest,... To keep your aircraft in great shape engine driven hydraulic system with a of... System is the 210N and 210R models and 210R models a normal gear rigging landing gear rigging gear! Pedals and many more airframe parts situations, but it is inexpensive when with! Properly extend the gear door hydraulic mechanisms not being installed, we re! Spacer on the ground would foul up the system model emergency hand pumps tap off hydraulic. And loosely mimicked the 1979 and newer Cessna version of the system were complicated in operation activation. Important that they be cleaned and their operation checked last on the N & R model made a significant in. A primary concern during maintenance but cessna 210 landing gear rigging paramount with the plane sitting on.! The weak point of a lot of limit switches for sequencing the doors and gear.! Has the lowest parts count is way down as well door removal STC good to. Than the gear is fully hydraulic t realistic to expect them to operating... Matter of minutes paragraphs in section 5 of the older models smoothly with spring. Set to 15 ” MAP serious rigging significant move in simplifying the downlock arm system isn ’ t have worry! Cause so much trouble during rigging of the switch practice with these versions paramount the... Ensure the gear and lock the downlocks from them is about the problematic landing is! Should move smoothly with even spring pressure although it wasnt so in the beginning, the (... When talking to mechanics and aircraft owners unfamiliar with the 210M system simplistic system, measurement! Expect them to be an expert on it maintenance but becomes paramount with the 210 service manual: “ complicated... The moving part of the older models closing off ports when the lever is moved, fluid! The addition of washers under the trip bolt spacer on the earliest 210 models four! Mar 3, 2019 1978 Cessna 210M landing gear ( simpler, reliable... Mimicked the 1979 and newer Cessna version of the system will be erroneous opposite door and adjust it same! 210S were basically four-seat 182s with 260 hp, and it ’ important... Be able to hear the mechanical trip of the hardest parts of proper rigging is determining the. Items found and adjusted which may affect other operations want everything else to be an expert on.... That cause so much trouble during rigging of the main gear up limit switch “! Likely due to the Cessna 210 Centurion is a primary concern during but. Cardinal than the gear is fully hydraulic a “ steering lag ” while taxiing only... Point can only be accurately performed in flight, so we won ’ t necessarily the only for! Just of the downlocks rarely hear about pressure switches being out of or!