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Confirmed the pressure switch has been tested and working fine. Now shopping for an overhauled Power pack 9881200-1.
Sorry to be repetitive. Is the pressure switch same as Hydraulic power pack?
As I recall, I suggested you change or rebuild the pressure switch. You can ask them to diagnose and get back to you on the cost of the repair.
Since they will test it to check the operation, I like to go that route because they will completely test it for a good diagnosis.
If they give you a good repair cost, ask if that includes a "yellow tag". If it doesn't ask how much the yellow tag will cost. If that cost is close to the exchange price I would exchange it.
If they have the correct part number and a yellow tag is included, there's no reason you shouldn't swap out.
Press for a money back guarantee. Most shops will agree for 30 days.
Wait 4 weeks for overhaul or swap out for overhaul?
They are having to ship the power pack off to be rebuilt. Not sure where at this time. Any suggestions? I am based out of KGMU.
Please keep me in the loop,
OK. Glad it was something simple.
It's perfectly OK, in fact it's preferred to prevent this type of mishap, to lean as soon as you start taxiing.
We just spoke this afternoon. I did forward your comments and thank you very much. After speaking with Cessna support over teh last 10 days and extensive troubleshooting. They have concluded that the problem is internal with the hydraulic pack. We plan to order a replacement pack today. Positive updates to follow, fingers crossed.
Thanks. It was the lower plug on #4. Too much carbon. Not leaning the engine enough.
Thanks for all the help
The sequence of events for the landing gear up and gear down cycles are in the 210 service manual.
Here's the one for the gear up cycle:
1 Gear handle to up; this energizes the door open/door close selenoid AND turns on the motor;
2) pressure builds in the system, the doors open; when the door actuators reach the end of travel, they stop, allowing pressure to continue to build in the system.
3) at 750 psi the gear begins to retract.
4) When the gear closes all 3 gear up switches, the door close solenoid acts to direct fluid to close the doors.
5) the Doors close, when the door close actuators reach the end of travel fluid pressure again builds in the system/
6) When system pressure reaches 1500 PSI the pressure switch closes, opening the circuit to the gear motor.
If your gear motor is continuing to run after the gear is up AND the doors have closed; check the pressure valve for operation.
There is a hydraulic line with a tube on it, under a cover adjacent to the copilots left rudder pedal. Remove the cap and install a 2000 psi gauge. Retract the gear and see what happens. If the pressure goes above 1500 and the motor keep running, you have a bad pressure switch.
There are directions in the service and parts manual showing how the pressure switch is built. I believe it can be disassembled and new o rings can be installed instead of buying a new one.
Please let me know what you find.
PS-Please tell me your shop does have the correct service manual and parts manual for your airplane!
Replaced switch. Worked fine when tested on "the bench". But same problem once installed. Motor not stopping in gear up position once locked causing breaker pop. No problems in down position.
Back to trouble shooting.
They troubleshoot all last week. They think it might be the Hydraulic Power Pack. Per an email friday afternoon.
Would be nice to know how many hours on engine? I would also suggest trying some Avblend, while Conts "generally" do not have top end valve sticking issues, what you describes sounds like classic minor sticking. Would be helpfull if you can get the download to work to see if it is a specific cylinder. Next time happens,,, try scanning the egts as fast as you can to see if one out of kilter. Unless the carb has gas stains all around it, i'd hold off on that .
Have you gotten to the bottom of your 210 gear problem?
What did it turn out to be?
It's come to my attention that Knots2U has a composite spinner for the 172RG listed on its website.
The catch is that the website says that FAA approval through the FAA-PMA process is pending.
There's a chance that the approval has been granted.
It's worth a call.
Gear up and gear down lighs all good. Breaker only pops inflight with gear up. Push breaker back in and lower gear no problem. Gear down and locked.
Just had gears serviced and 2 minor leaks repaired right after purchase per comments in prebuy. Thank you all. You have been very helpful to this 210 rookie.
I forgot to mention in my earlier reply, I would consider putting the plane on jacks and testing the compete system even after replacing the breaker. As this happens frequently it may be a serious problem if the gear does not retract in flight.
Hopefully the problem will repeat itself on jacks.