These lame duck gear legs were controlled by a complex, and what proved to be troublesome hydraulic power pack that also controlled the flaps.
These creative thinkers believed the 550 series engine installed on a particular legacy airframe just might translate into big performance gains. Your job is to attempt to balance the temperature variations with cowl flaps. We don’t often think of fuel as a coolant but if you do, it will help you recognize the importance of running full rich on take off. It also may make a small difference in true airspeed depending on how high you fly. Unfortunately, these caps have now become very costly.
higher gross weight at 4000 lbs, and they eliminated the main gear doors and simply left exposed cavities where the wheels reside when retracted.
The original system has a crossover pipe that is bolted to the rear cylinder on the right side, then stretches across the back of the engine where it collects exhaust from the left side, across the front and then goes into the turbo back on the right side again. I stammered and stuttered for few minutes, trying to qualify the question with a bunch of conditions like “it depends on….” , and “what type of….”. My 210 gear doors won’t close when I retract my gear. However, in the words of Alexander Pope, “Hope springs eternal”.
This may sound crazy to some old school folks, but it actually makes perfect sense. You could say that I have a connection with these aircraft and feel as though I know their heartbeat. I have already spent some time discussing landing gear issues. This provides for better/faster climb rates and true air speed. Landing gear systems on the 210 series seem awkward and complicated and normally intimidate the mechanic faced with his first experience troubleshooting them.
Finding a suitable opening in your calendar that matches the installer’s calendar can be a challenge. They include modifications to the intake systems, engine controls, cowling, exhaust and engine mount structure. The design has proven to be problematic, because not only do the big o-rings deteriorate and begin to leak, but the center shaft attached to the lever also has a seal that deteriorates and leaks. 180 Skywagon.
This mirror, made by Wilco is easy to install and afford. Considerations like how long it has been since the last overhaul, climate conditions, color and odor of the hydraulic fluid and previous heat abuse the system has taken should help make decisions easier about overhauling the power pack.
The sequential nature of the locks, gear legs and doors moving in the proper order require the ‘trust but verify’ theory.
Finally, a bit more specialized conversion is designed by a company specifically for the turbo’d T210 and the pressurized P210. A minor engine change in 1969 allowed the less attractive chin, where the nose wheel lives when retracted, to be eliminated.
336 - 337 Skymaster.
The handle is popped to this neutral position by a mechanical hydraulic valve that moves when pressure in the gear door plumbing lines builds to a certain point after the doors actually close. I had never seen anything so tightly packed and it appeared to be a task that may require removing the engine. the P210N has a proven record of reliable flight characteristics. I have a 210L and love it! The improved cooling airflow also enhances cruise speeds by reducing drag. The engine now had a flatter oil pan, allowing the nose gear to retract more, which gave a more rounded and smoother look to the lower forward area on the cowling. Another company offers two conversions, one turbo-normalized and one normally aspirated, using the IO-550 with an underside induction system. These caps were available from Cessna in the 80s at an inexpensive price. All of the new options are high compression ratio engines with better efficiency than the old ones. Gone is the need to leave cowl flaps partially or even full open at high altitude cruise, a savings of at least five knots. You see, I have been very fortunate to have the opportunity to sit behind the controls of a lot of different aircraft.
Turbochargers are a great addition to an aircraft, but if you don’t have a specific need for high altitude operation, you may want to consider going with a normally aspirated model. I think I have flown nearly every model year of the 210 produced and worked on nearly as many over the years.
The fact that doors were unavailable was causing some insurance companies to stop writing policies on these aircraft since they don’t like to insure aircraft they can’t repair.
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