This airplane still has operating main landing gear doors. Not true. Landing Gear Rigging $600. I’ve done this a lot, and have the required special tools, plus a few I designed myself. I’ve looked at a bunch of 310’s, and I can promise you that your landing gear has at least one thing wrong. Products include cables, engine controls, steering rods, seat rails, engine controls, rudder pedals and many more airframe parts. 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. Some shops and mechanics tend to want to avoid rigging. The special gauges are needed for adjustment and the process is the same. 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. Why? Thus, it takes patience and anticipation to taxi a 210 correctly. 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. 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. A couple of notes about changes in system operation might be in order here. 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. Although it wasnt so in the beginning, the Cessna 210, eventually called Centurion, would become an alluring high-performance load-hauler. Some shops and mechanics tend to want to avoid rigging. 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. 2.2.14 Check rudder pedals and rudder center when nose gear centers at extension. Early 210s were essentially Cessna 182 frames with a stronger engine and a retractable gear system that was very complicated in its design. The main gear downlocks are prone to being modified. Wider cabin in 1962; power increased to 285 hp in 1964, turbo (optional) in 1966, strutless wings in 1967. 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. We then adjust a little at a time until the door just touches in the desired full closed position. With rare exception, 210 gear troubles can be troubleshot in a matter of minutes. What did change from previous year models is that the N and R both now have the warning activation set to 15” MAP. It was my first airplane, and I must admit I didn’t know a lot about 310’s when I bought it. The details of each step are in the service manual, so I won’t duplicate that information here. In 2000, Cessnas first retractable single turned 40. With all the gear door hydraulic mechanisms not being installed, we don’t have to worry about any of those adjustments. The hydraulic pump on the earliest models was engine-driven. 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. All rights reserved. This is a total redesign of the main gear down lock. It circulated around in the lines and would foul up the system check valves. When talking to mechanics and aircraft owners unfamiliar with the 210, the prevailing comment from them is about the problematic landing gear system. Many often traveling long distances to have their rigging and other issues corrected. Please perform “Phase 1” items first and report results ... 2.1 Landing Gear, Wheels, Brakes 2.1.1 Check tires for condition. Why? This is a full rig, by the book, from the landing gear motor to the tires. 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. 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. Be sure to read through and follow the service manual instructions before beginning any adjustments. One man all day, or a couple of people for eight hours. That landing gear sequence. 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. 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. It has the lowest parts count, the simplest operation, and the highest reliability. 2.2.14 Check rudder pedals and rudder center when nose gear centers at extension. 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 allows a slow approach to see at what pressures the switch operates. 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 … and dropping one 210, takes the profit out of a lot of hours. Our knowledge of these airframes and motors is unmatched. The aircraft service manuals do a good job of describing proper nose gear rigging procedures. We then disconnect that first door, connect the opposite door and adjust it the same as the first. The early 210s were basically four-seat 182s with 260 hp, and a funky Rube-Goldberg-inspired hydraulic landing gear and flap setup. bnt83, Mar 22, 2019 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. The gear pump motor control is determined solely by the system pressure switch and the nose gear squat switch. During the rigging process there will likely be several items found and adjusted which may affect other operations. 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 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. 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. The Cessna 210L has a “steering lag” while taxiing; only steady, smooth pedal inputs will result in a controlled turn. The pilot is opening and closing off ports when the lever is moved, allowing fluid to flow in the opposite direction. 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. 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. I would add to this that the saddle pads absolutely must be in place before going forward. The landing gear selector lever on all but the earliest 210 models is fully hydraulic. 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. The last year it was made. The following are referenced paragraphs in Section 5 of the 210K Service Manual: “This complicated mechanism is difficult to see in situation. Cessna 210: Systems & Procedures Course If you own, fly or maintain any of the Cessna 210 models, this course is for you. One of the hardest parts of proper rigging is determining where the nose tire is straight ahead. 210 gear up limit switch – “Very simple design. Last but definitely not least in our series on rigging the Cessna 210 landing system is the 210N and 210R models. The hock connection with the 210 talking to mechanics and aircraft owners unfamiliar with 210... Preparations we talked about in part 1 are completed, and attitude to keep your in! Checked against the parts catalog before attempting adjustments weak point of a normal gear rigging, that... Man all day, or holding improper tension, shimmy can be troubleshot in a matter of specific. Of installation for gear Work on the 210 to let the pilot is opening closing... 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