c150 rudder stop AD

Can anyone describe the way the rudder stop mod on Cessna 150s
should look? I went to rent a 150 and the way the AD was
incorporated didn't look right so I passed on the flight. The
stops were attached to the rudder horn (? the curved metal
portion) by drilling three holes and riveting the stops to the
horn. It looked brutal, but I don't know how it should look. I
was concerned that such a small metal horn had been drilled into
in terms of lost strength. Any insight would be appreciated.

Brendan

On Fri, 09 Jul 2004 11:20:39 +0000, Brendan Grace wrote:

horn. It looked brutal, but I don't know how it should look. I
was concerned that such a small metal horn had been drilled into
in terms of lost strength. Any insight would be appreciated.

I think it sounds like it was done right. It's not an AD by the way, if
you want more facts on it you can if you're a member of the
http://www.cessna150-152.com/ club actually view the SEB01-1A and there
are two service kits, they are SK152-24 and SK 152-25 and the kit used
depends on whether you have a forged metal bulkhead or a sheet metal
bulkhead.

Thanks, unfortunately I'm not a member of the group as I only
rent on occasion.

Brendan


"Matthew P. Cummings" wrote in
message
news
On Fri, 09 Jul 2004 11:20:39 +0000, Brendan Grace wrote:

horn. It looked brutal, but I don't know how it should look.
I
was concerned that such a small metal horn had been drilled
into
in terms of lost strength. Any insight would be appreciated.

I think it sounds like it was done right. It's not an AD by
the way, if
you want more facts on it you can if you're a member of the
http://www.cessna150-152.com/ club actually view the SEB01-1A
and there
are two service kits, they are SK152-24 and SK 152-25 and the
kit used
depends on whether you have a forged metal bulkhead or a sheet
metal
bulkhead.

I just found this link if anyone was interested:

http://www.tc.gc.ca/tcss/tsb/air/200...AL_2000_04.htm

Brendan
"Brendan Grace" wrote in message
...
Thanks, unfortunately I'm not a member of the group as I only
rent on occasion.

Brendan


"Matthew P. Cummings" wrote in
message
news
On Fri, 09 Jul 2004 11:20:39 +0000, Brendan Grace wrote:

horn. It looked brutal, but I don't know how it should
look.
I
was concerned that such a small metal horn had been drilled
into
in terms of lost strength. Any insight would be
appreciated.

I think it sounds like it was done right. It's not an AD by
the way, if
you want more facts on it you can if you're a member of the
http://www.cessna150-152.com/ club actually view the SEB01-1A
and there
are two service kits, they are SK152-24 and SK 152-25 and the
kit used
depends on whether you have a forged metal bulkhead or a
sheet
metal
bulkhead.

On Fri, 09 Jul 2004 16:38:11 +0000, Brendan Grace wrote:

I just found this link if anyone was interested:

That link is not the SEB that Cessna issued. It does describe why the SEB
was issued later on however.

If you want to see the bulletin, ask the FBO for it. Every owner got one
mailed to them, or should have.

"Matthew P. Cummings" wrote in message gray.net...
On Fri, 09 Jul 2004 11:20:39 +0000, Brendan Grace wrote:

horn. It looked brutal, but I don't know how it should look. I
was concerned that such a small metal horn had been drilled into
in terms of lost strength. Any insight would be appreciated.

I think it sounds like it was done right. It's not an AD by the way,

It IS an AD in Canada, for those Canadians lurking here. A Canadian
150 went down around three years ago, with the rudder stop locked over
the stop bolt head during a training spin. The rudder hinge bushings
as well as the stops were all shot and the stop was able to travel far
enough to catch behind the bolt head and lock the rudder at full
deflection. I believe the bellcrank was a bit loose, too.
The new stops are much larger and the stop bolt has a much larger
head on it.

Dan

(Dan Thomas) wrote in message . com...

It IS an AD in Canada, for those Canadians lurking here. A Canadian
150 went down around three years ago, with the rudder stop locked over
the stop bolt head during a training spin. The rudder hinge bushings
as well as the stops were all shot and the stop was able to travel far
enough to catch behind the bolt head and lock the rudder at full
deflection. I believe the bellcrank was a bit loose, too.
The new stops are much larger and the stop bolt has a much larger
head on it.

Dan
btw, there is much more to the story than this, involving such things as
a rudder return spring removed from the airplane and then being put back
into service when it should have been grounded, etc.

You can read all about it at:
http://www.tsb.gc.ca/en/reports/air/...4/a98q0114.asp

rick