"Yes, and all of the operations specifications are based on that unless otherwise noted. the cessna retract system is a lot simpler than most think like Mirek says its just one motion. When the 210 was first introduced, everyone was curious about how the main gear went from extended to stowed in the belly of the airplane. The conversion consists in removing the four main gear doors, three hydraulic actuating cylinders, plus unnecessary excess sheet metal, fairings and tubing, resulting in a 19 I’ve got a 62’ Cessna 21b that has about 10 landing now for the first time in 14 years. The Centurion was introduced in 1960, and the early versions had a top speed of about 195 mph. The Cessna 210 Centurion is a six-seat, high-performance, retractable-gear, single-engine, high-wing general aviation aircraft which was first flown in January 1957 and produced by Cessna until 1985. "The Cessna 210 is a retractable gear aircraft. The landing gear actuator is mounted at an angle and only moves one direction. Several cross-section views of the various components are illustrated, along with a schematic of the system, to aid in explaining how the necessary sequencin The Cessna 172RG, 182RG, Cardinal RG, 210, and the Skymaster 337 are examples. ... which included multiple gear retraction and extension cycles with the gear locked, revealed no anomalies that would have precluded normal operation. Chief among them: Cessna engineers had to devise a way to hide its landing gear in the belly. a lot of people think that the gear falls down and then retracts backward. Until the introduction of the Cardinal RG in 1971, the Cessna 210 Centurion was the only single-engine, high-wing, retractable gear airplane manufactured by the largest maker of light aircraft. Many of these airplanes retract the nose wheel forward. The 1967 and newer 210 with the gear down is a bit faster than the 205/206 series because of the cantilever wing. That is incorrect. January 10, 2020 by General Aviation News Staff. Hangar flyers throughout the world still remark on the “twist and tuck” gear retraction design first developed for the 210 and later extended to all high-wing retractable Cessnas. This paper presents the current hydraulic system on the Cessna Model 210 aircraft and some of the problems encountered during its development. Written by Cal Orr Tips for retracting your gear into the fuselage How-to As seen in the February 2017 issue of Model Aviation. I’ve never seen a 210 modified like this and certainly think it is the wrong approach. Cessna 210 damaged when landing gear doesn’t lock into place. The Cessna 210 had a unique approach to folding its gear up. The FAA has issued a Special Airworthiness Information Bulletin (SAIB CE-17-16) to share an airworthiness concern with owners/operators of certain Cessna 172, Cessna 182, and Cessna 210 model aircraft.The FAA hopes to emphasize the importance of inspecting the main landing gear … The most common alteration to the Cessna 210 landing gear system is known as the Uvalde Gear Door Removal STC. Someone came up with a simple paper clip explanation. Several high-wing Cessna airplanes retract their landing gear into the fuselage. Really well maintained and super clean but stuff gets old especially if you don’t use it. The FAA feels that the issue addressed in SAIB CE-17-16 is not serious enough to warrant an AD. They succeeded, but no one would call the results elegant. The early Cessna 210 (210 and 210A) had four seats with a Continental IO-470 engine of 260 hp (190 kW). Available for Cessna 210's produced between 1970 and 1978, the No Doors kit eliminates the troublesome factory hydraulic gear door system, essentially replicating Cessna's 1979 redesign of the gear.