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. This is a full rig, by the book, from the landing gear motor to the tires. Many Facilities just don't have the equipment to do that. The aircraft service manuals do a good job of describing proper nose gear rigging procedures. For those reasons, we don’t often get much practice with these versions. Zeldman, Mar 14, 2019 #2. 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 … Thus, it takes patience and anticipation to taxi a 210 correctly. This means there’s no residual fluid supply held in reserve specifically for use by the hand pump as has been available in some previous systems. 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. It was my first airplane, and I must admit I didn’t know a lot about 310’s when I bought it. bnt83, Mar 22, 2019 A very detailed inspection of these wires for damage, weakness or exposed bare wire is a must. Originally, this mod seemed a good solution to the issue and loosely mimicked the 1979 and newer Cessna version of the system. It’s a combination of operational check and air purging. As with all models, nose gear door rigging is last on the adjustment list. In 1961 the fuselage and wing were completely redesigned—the fuselage was made wider and deeper, and a third side window was added. As always, safety is a primary concern during maintenance but becomes paramount with the plane sitting on stilts. Don’t forget to check the rudder rigging too. Products include cables, engine controls, steering rods, seat rails, engine controls, rudder pedals and many more airframe parts. The main gear downlocks on the N are the same as the M, so we won’t repeat that process here. Troubleshooting the system isn’t difficult in most situations, but only if you know it well. Another view of the main gear down lock showing the maximum clearance allowed at the hock connection with the gear leg pin. When talking to mechanics and aircraft owners unfamiliar with the 210, the prevailing comment from them is about the problematic landing gear system. FAA-PMA parts for Cessna, Piper, Grumman, and Beechcraft aircraft. 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. 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. 2.2.14 Check rudder pedals and rudder center when nose gear centers at extension. Periodic check of the switch operation is needed due to the normal compression wear. The inflight test procedure is unchanged. ... 2.2.13 Check cowl flap operation and rigging. Adjustment is a matter of inserting specific washers under the switch spring and retesting. We rarely hear about pressure switches being out of spec, but that is likely due to the system pressure never being checked. Note, the measurement isn’t just of the moving part of the plunger.”. The first step is to cycle the gear through twentyfive complete cycles (yes, I said twenty-five) using the emergency hand pump. Copyright © Paul New 2015. Please perform “Phase 1” items first and report results ... 2.1 Landing Gear, Wheels, Brakes 2.1.1 Check tires for condition. 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. I’ve been working on Cessna 310’s since 1996, when I bought a 1955 model. The Cessna 210L has a “steering lag” while taxiing; only steady, smooth pedal inputs will result in a controlled turn. The last year it was made. 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. Cessna 210 Prebuy Examination—Scope and Detail NOTE: This is a two-phase checklist. 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. It’s far less annoying this way when flying at night. And welcome to the site.!! Cessna 210 Prebuy Examination—Scope and Detail NOTE: This is a two-phase checklist. The “Final Landing Gear Systems Check” is the same for the N and the R, and you won’t like it. The special gauges are needed for adjustment and the process is the same. People fly to his shop in Fort Worth, TX from within & outside the United States. Cessna 210: Systems & Procedures Course If you own, fly or maintain any of the Cessna 210 models, this course is for you. I’ve been working on Cessna 310’s since 1996, when I bought a 1955 model. Our knowledge of these airframes and motors is unmatched. © Copyright 2020 - Tennessee Aircraft Services, Inc.. One man all day, or a couple of people for eight hours. I spent more for gear work on the Cardinal than the gear work on the 210. Adjustment is straightforward. 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. The main gear downlocks are prone to being modified. The Cardinal had a $10K broken o-ring that took 4 years to finally find. Cessna fixed the Cardinal gear in 78. The above sequence isn’t necessarily the only method for complete gear rigging, but it is one that works for us. During the rigging process there will likely be several items found and adjusted which may affect other operations. And that labor adds up. and dropping one 210, takes the profit out of a lot of hours. It competed most directly against the Aero Commander 520, but that model was discontinued the same year. 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. The engineers worked hard and made improvements to the hydraulic system with each new model and within a few years, most of the problems that plagued the early Cessna 210 landing gear systems became non-existent. 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. Not true. 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. 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. 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. They all do. Very field repairable as well. Some shops and mechanics tend to want to avoid rigging. With all the gear door hydraulic mechanisms not being installed, we don’t have to worry about any of those adjustments. However, I’ve found the most common denominator in the gear troubles is the lack of training and understanding on the part of the maintenance providers. Just a switch to let the pilot know the gear is fully retracted.”. It is a big job. The turbo and exhaust were expensive on the T 210. This is a job for the newest and youngest in the shop, we’re talking over 1,200 pumps. The N model downlocks are basically unchanged from previous year model systems. The second rule regarding twin Cessna landing gear is – no heavy braking when turning. piston–powered aircraft. 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. It was my first airplane, and I must admit I didn’t know a lot about 310’s when I bought it. The most common alteration is the addition of washers under the trip bolt spacer on the downlock arm. Landing Gear Rigging $600. Last but definitely not least in our series on rigging the Cessna 210 landing system is the 210N and 210R models. This may seem like an odd test, but it’s very telling to the proper adjustment and operation of the downlocks. The statement, “worst landing gear system of any GA plane” is … Also, in 1983 the gear up indicator light is now wired as a gear in transit light. As a matter of fact, the pump/motor (a.k.a. The landing gear selector lever on all but the earliest 210 models is fully hydraulic. The 210K model begins with s/n 21059200 and ends at s/n 21059502. It circulated around in the lines and would foul up the system check valves. 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. Pedal inputs must be applied early and held for a relatively long time to cause a change in direction while rolling on the ground. One man all day, or a couple of people for eight hours. Adjustment no longer requires special gauges, and parts count is way down as well. 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. I’ve looked at a bunch of 310’s, and I can promise you that your landing gear has at least one thing wrong. This allows a slow approach to see at what pressures the switch operates. The hydraulic pump on the earliest models was engine-driven. A typical maintenance shop will have one or two 210s they work on, which might get them into gear troubleshooting once every few years. The springs and steering bungees should center the rudder when the nose gear is off the ground. 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. That’s another reason to be a CPA member, access to help for you and your mechanic when these rare technical problems pop up. 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. 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. 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. Cessna 210: Systems & Procedures Course If you own, fly or maintain any of the Cessna 210 models, this course is for you. All rights reserved. The landing gear is an engine driven hydraulic system with a lot of limit switches for sequencing the doors and gear swing. 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