One year later I still view this amazing video on the the gear extends and retracts on Cessnas. Simple but reliable!! Thank you Mark!! Best wishes from Malaysia!!
This video showed more than just the gear swing. When the plane was jacked up, you could see just how the CG affected the plane. For that matter, how to jack up the plane was good to know! I was always curious how the main gear drops then twists as it comes up. I flew Cardinal RGs for a while and i'm about to get checked out on a 182RG. Thanks for the video!
You have to jack until the mains are up and the nose is very very light on the ground. Then put the tail stand under it. The gear will knock it off the jacks if you power them up and the hit the ground mid swing. Just release them so they swing free and check the ground clearance before a powered swing right up and down.
Thank you for posting this! I was recently looking for a gear video of the Skymaster, and to my untrained eye it looks much the same minus the rear doors.
In some models the down lock indication is a single green light. microswitch wiring is series. So if the three are not adjusted exactly, one could get a good/green with a gear not locked. To test correct ops. do three extension checks and in each, apply some load to a different wheel to make the other two 'lock' before the restrained wheel. Ensure that you do not get a green down and locked indication until the last wheel is down/locked. In the serial electrical connection with one green light. any one of the microswitches can show a change condition - up or down locked with the other two misadjusted/failed/shorted.
It’s a bit weird the first time you fly one and see the mains basically drop free and dangle in the breeze until the gear pump catches up and pushes them up into the wells. Thanks for a great video Mark!
by the time the 172/177/182 RG ( read models came to be Cessna had pretty much sorted the the gear....my old M model 210 (gear door stc ) with the hydraulic pump vs my N model (electric pump) was more maintenance intensive but if kept maintained was reliable as any other
@@skywagonuniversity5023 ..thanks..i recently found your channel and subscribed..i dig the side by side comparisons ...even learned some new things about Mooneys..keep up the excellent work
For you folks not in the know. The Tail Stand is a Concrete filled Bucket, for Weight and Sturdiness. My favorite gear style to swing.....no doors, less actuators, Really Reliable.
Not only do I like the 182RG in the video, but also the cars. Obviously there is the Merc SL - what are the other cars in the hanger? Please do a video of the cars and let us know more about them.
There was the 560 SL Mercedes. The little blue one was a 1929 Austin Seven and the bigger one under the cover was a 1952 Bentley MK6. All of them have sold. They belonged to other people. My fun car is a 1930 Model A Ford and it is already on the site as a video.
That was cool to see. Is it common for the front gear to collapse on these? Would love the speed advantage but wondering if the speed is worth the cost in annual, maintenance and insurance?
We had just pulled the plane in from outdoors, where is was raining and blowing like crazy. The "solution" is just water that drained off the plane. - Don the Camera Guy
Which gear system is better? 177 RG or 182 RG? And if it were your money, would you buy a turbo 182 RG or a 177 RG with a tornado alley turbo normalizer?
I would like to get one but compared to non retractable the Insurance rates are very high. Is that due to maintenance costs or forgetful pilots failing to extend gear before landing. And has that premium always been so high or more recent trend?
@@skywagonuniversity5023 I have admittedly never flown one, and I can see the merits of the design, but it’s a cosmetic thing. Compared to a Bonanza (especially a 24v) the cessna gear retraction just looks flimsy, and frankly uncool. Love your channel, thanks for the great work and info.
@@skywagonuniversity5023 failing that there is a soft ding ding ding noise that gets louder to a bang bang bang noise, then that stops and you get a scarping noise.
I am sure they are well designed, but…the landing gear on my foamy RC-GWS Beaver looks much sturdier! Lol To me, these just look gangly and goofy😂 I’m sure I would have a much better opinion if I owned such a beautiful aircraft!
Wrong....if the airplane is rolling, it can (and has) retracted while on the ground. Friend of mine had this happen to him...multiple witnesses to it also. He had a 177RG, and I've flown a T210 for a few years. Great airplanes, but the gear system is the weakest part of the design. Saddles are prone to cracking.
Don't just say "wrong" so intolerantly. It is not "wrong" Try to be polite. If you put a 182 RG (and that is what we are talking about here) on the ramp and turn on its master switch and put the gear selector up, the gear will not retract. If you start the engine in that condition, the gear will not retract. If you taxi it and everything stays exactly level the gear will not retract. BUT, if the plane were to bob over an uneven surface and the nosewheel extended to the point where the micro-switch felt the weight come off it, it would release and retract and the prop would hit the ground, but the mains would not. The mains would have to pump the plane 18 inches into the air to be able to to go over center and retract and the hydraulics do not have the pressure or ability to do that. If a main gear retracts "on the ground" it is due to a bad bounced landing where momentarily the clearance is enough to allow it to release and drop down and go under the plane and retract. If you've owned all these Cessna RG's you'll know how high you have to jack them to get the tire not to hit the ground when doing a retraction. That is the height it has to bounce on the ground to allow a main to collapse.
One year later I still view this amazing video on the the gear extends and retracts on Cessnas. Simple but reliable!! Thank you Mark!! Best wishes from Malaysia!!
Very welcome!
@@skywagonuniversity5023 what was the concern and problems with the 210 system?
Wow, the gear retraction mechanism is so ingenious!
Getting checked out in a 182 RG now, great plane!
The best videos in youtube about General Aviation !! Congrats and thank you Mark !!!
Thanks for watching!
This video showed more than just the gear swing. When the plane was jacked up, you could see just how the CG affected the plane. For that matter, how to jack up the plane was good to know! I was always curious how the main gear drops then twists as it comes up. I flew Cardinal RGs for a while and i'm about to get checked out on a 182RG. Thanks for the video!
You have to jack until the mains are up and the nose is very very light on the ground. Then put the tail stand under it. The gear will knock it off the jacks if you power them up and the hit the ground mid swing. Just release them so they swing free and check the ground clearance before a powered swing right up and down.
You mentioned this video a few days ago, and it has magically appeared!
I do not know how RUclips does that. Or Amazon or FB.
Wow really cool thanks Mark for showing us that procedure
You bet
What an interesting mechanism that must be. Thanks for sharing that.
Thanks for watching!
Always loved the Cessna gear retraction. Watch an eagle take flight and notice how its talons retract...very similar.
You make it look so easy !
Thank you for posting this! I was recently looking for a gear video of the Skymaster, and to my untrained eye it looks much the same minus the rear doors.
Glad I could help! Thanks for watching!
They are very similar.
There's nothing quite like a good gear-swing video! (especially when the weather is behaving like a typical English day of fog!)
Couldn't agree more!
In some models the down lock indication is a single green light. microswitch wiring is series. So if the three are not adjusted exactly, one could get a good/green with a gear not locked. To test correct ops. do three extension checks and in each, apply some load to a different wheel to make the other two 'lock' before the restrained wheel. Ensure that you do not get a green down and locked indication until the last wheel is down/locked. In the serial electrical connection with one green light. any one of the microswitches can show a change condition - up or down locked with the other two misadjusted/failed/shorted.
Thank you very interesting.
It’s a bit weird the first time you fly one and see the mains basically drop free and dangle in the breeze until the gear pump catches up and pushes them up into the wells. Thanks for a great video Mark!
Glad you liked it, Robby!
Enjoyed this video.
Glad you enjoyed it
by the time the 172/177/182 RG ( read models came to be Cessna had pretty much sorted the the gear....my old M model 210 (gear door stc ) with the hydraulic pump vs my N model (electric pump) was more maintenance intensive but if kept maintained was reliable as any other
Hi Matt! We agree completely with your premise. The hydraulic gear were quite reliable if maintained.
@@skywagonuniversity5023 ..thanks..i recently found your channel and subscribed..i dig the side by side comparisons ...even learned some new things about Mooneys..keep up the excellent work
Thanks, Matt! We are glad you like what we are doing. More videos as planes come in!
Amazing video, really thanks for that
Thanks. Glad to help.
Awesome view!! Thank you!
Glad you enjoyed it
One of the few aviation videos where the plane is younger than the car in the same hangar.
For you folks not in the know. The Tail Stand is a Concrete filled Bucket, for Weight and Sturdiness.
My favorite gear style to swing.....no doors, less actuators, Really Reliable.
Perfect. Yes, thank you.
Not only do I like the 182RG in the video, but also the cars. Obviously there is the Merc SL - what are the other cars in the hanger? Please do a video of the cars and let us know more about them.
There was the 560 SL Mercedes. The little blue one was a 1929 Austin Seven and the bigger one under the cover was a 1952 Bentley MK6. All of them have sold. They belonged to other people. My fun car is a 1930 Model A Ford and it is already on the site as a video.
Cool!
That was cool to see. Is it common for the front gear to collapse on these? Would love the speed advantage but wondering if the speed is worth the cost in annual, maintenance and insurance?
The nosewheel collapsing really isn't common but it can happen just because it is possible, but it is not a weak link in the design.
Hi man! I have a question for u. Which is the measure from the floor to the jack point on the tail?. Thx!!
Pretty cool.
Scary when they are jacked up like that.
Cool.
Main gear down lock actuator tolerance of .008, I believe. Would you concur?
I'm not sure of the exact number but it has to be tight and not rattle when there is no weight on it.
Hi,
What is tour solution under the wing? 😍
Thanks
What is a tour solution.
We had just pulled the plane in from outdoors, where is was raining and blowing like crazy. The "solution" is just water that drained off the plane. - Don the Camera Guy
@@skywagonuniversity5023 Hi, You use different points to lift the plane, can you enlighten me on this point?
@@alexlad64 Each plane has strong points designed into it for jacking.
mmm, like the Merc in the hangar...
Ah, Yes.
Which gear system is better? 177 RG or 182 RG? And if it were your money, would you buy a turbo 182 RG or a 177 RG with a tornado alley turbo normalizer?
I'd buy a 182 Turbo RG. Better all round. No Spar AD, stronger, bigger, faster, more fuel, more useful load, 540 Lycoming at 235 HP. etc etc etc
@@skywagonuniversity5023 Thank you for the reply. I admire and respect your plethora of knowledge.
Thank you.
Hello Skywagon University, do you have extensions on wing's jacks? Can you share the part number and the link where to buy them? Thank you
I'm not sure where those came from. They "just" fit under the wings when they are fully down.
nice and thank you sir.
Most welcome
I would like to get one but compared to non retractable the Insurance rates are very high. Is that due to maintenance costs or forgetful pilots failing to extend gear before landing. And has that premium always been so high or more recent trend?
The higher insurance is because of the higher risk of a gear-up. It has become moreso lately.
It may be a reliable system, but the limp/weak look of that retraction is enough of a reason by itself to choose a bonanza over the Cessna rg.
Have you ever flown one? The mains can never collapse on the ground either. Side-loads mean nothing.
@@skywagonuniversity5023 I have admittedly never flown one, and I can see the merits of the design, but it’s a cosmetic thing. Compared to a Bonanza (especially a 24v) the cessna gear retraction just looks flimsy, and frankly uncool. Love your channel, thanks for the great work and info.
Pricey factory tail support from Cessna? :'-)
Hi Jack! Um ... yeessss. Limited edition as well. Only a handful ever made. Very, very rare! Lol!
If the pilot forgets to lower his gear on final approach or before touchdown, is there a warning annunciator?
Yes, very loud, it detects 20 degrees of flaps, low airspeed or low manifold pressure. Any of the three and any combination makes a gear warning horn.
@@skywagonuniversity5023 failing that there is a soft ding ding ding noise that gets louder to a bang bang bang noise, then that stops and you get a scarping noise.
@@Mike_Costello and lots of laughing over the radio…
I always think it looks like the legs of a wasp as they dangle behind like that on the way up.
Yes, like an insect.
I am sure they are well designed, but…the landing gear on my foamy RC-GWS Beaver looks much sturdier! Lol
To me, these just look gangly and goofy😂
I’m sure I would have a much better opinion if I owned such a beautiful aircraft!
👶👍
Wrong....if the airplane is rolling, it can (and has) retracted while on the ground. Friend of mine had this happen to him...multiple witnesses to it also. He had a 177RG, and I've flown a T210 for a few years. Great airplanes, but the gear system is the weakest part of the design. Saddles are prone to cracking.
Don't just say "wrong" so intolerantly. It is not "wrong" Try to be polite. If you put a 182 RG (and that is what we are talking about here) on the ramp and turn on its master switch and put the gear selector up, the gear will not retract. If you start the engine in that condition, the gear will not retract. If you taxi it and everything stays exactly level the gear will not retract. BUT, if the plane were to bob over an uneven surface and the nosewheel extended to the point where the micro-switch felt the weight come off it, it would release and retract and the prop would hit the ground, but the mains would not. The mains would have to pump the plane 18 inches into the air to be able to to go over center and retract and the hydraulics do not have the pressure or ability to do that. If a main gear retracts "on the ground" it is due to a bad bounced landing where momentarily the clearance is enough to allow it to release and drop down and go under the plane and retract. If you've owned all these Cessna RG's you'll know how high you have to jack them to get the tire not to hit the ground when doing a retraction. That is the height it has to bounce on the ground to allow a main to collapse.
@@skywagonuniversity5023 I should have mentioned it was during a landing roll...my bad.
No worries. Thanks.
Ahh, the typical Cessna "lame duck" gear like on the 210RG!
Just remember there are no low wing ducks nor are there fixed gear 210s....the gear works just fine
Ceiling 0
Yes, One of the very few days of "weather" that we get here.