Howdy Jim. Welcome to the list.

Everything posted re: the subject of gear free-fall from Scott, Ian, etal,
is good advice. I can only emphasize what was said about the over-center
springs (on the mains) not intended to aid the emergency extension - they're
there only to pull the over-center down locks into the locked position after
the gear falls due to gravity and gets very near the full down position. The
nose gear is black horse of a different color - the gas strut does indeed
help extend it as well as locking the over-center link.

The point made about insuring that the knuckle joints in the over center
links are not over tightened is a good one. Even though the aluminum is
anodized (on my parts, at least) over tightening and insufficient
lubrication can lead to spalling (or galling - whatever - damage anyway) in
the rubbing surfaces, which will really cause binding and excessive
friction. This is a bad thing - I've never had it but have seen it on a 320.

On blocks, my 235 gear will drop and lock the nose and right main with the
left main going to about the (est.) 98% down position. A VERY gentle nudge
for the last inch of swing will then lock it down. If it takes more than a
slight nudge, you definitely need to look further.

In flight in my 235, at around 100 MPH, once in a while I'll get two greens
(nose and right gear) and then a small left-right rudder kick will get the
left main. I test the emergency drop about once a month and I've never had
it fail to lock. Interesting side light, my gear drops quicker this way than
when it's pumped down.

Dan Schaefer
Early 235   N235SP