rudder return springs

[zero.one.victor]

I found some suitable "alternate-sourced" springs today,bought them to keep on hand as spares. They're (automotive) universal throttle return springs,& come 2 to a package for three bucks. "Motormite" brand p/n 29006.
The spring portion itself is about 2" long,with an extended hook at either end. Real easy then to cut off & reform the hook(s) at exactly the right length to match your old broken spring. Spring strength seemed a pretty good match to the spring I installed a couple days ago (which works just fine by the way) but it might be smart to replace these springs in pairs to assure even tension on the rudder pedals, especially if using alternate-sourced parts.

Eric

[zero.one.victor]

I wrote an article about my rudder return spring replacement experience,it's in the Q2/2004 170 News.

Eric

[dacker]

I replaced my springs a while back (year or so). I only remember paying about 7 bucks for both. I also used a NAPA parts special while I was waiting to order mine. I used the flashlight on one side needle nose on the other, and contorted myself around the seats, while pulling on the rudder with my third arm. Believe it or not it only took a few minutes of trial and error with each spring. I am just able to painfully shove my arm into the access hole (and still get it back out ), so that may be the trick. Next time I will disconnect the rudder cable, that sounds like it would make things a little less frustrating.
I carry my NAPA parts special around for emergencies, and since it doesn't have as much tension it is easier to get on than the cessna springs.
David

[N1478D]

These posts sure are helpful! Thanks to all who take their time to make posts such as these that helps others go where they have been.

For the chance that posting what happened last night might help someone else:

The winds were about 15, gusting to 20, about 10 - 20 degrees off of the runway. Up at pattern altitude they were much stronger. With a need to make 3 full stop landings at night for the log book, and a desire to practice night landings with some cross wind, and already up in the air arriving from a trip I requested a stop and go from the tower. On take off from that stop and go, then a turn to crosswind, things started getting kind of iffy. To track 350 degrees for left downwind, the nose was pointing 090 degrees to account for the strong winds. The turn to left base would be a 180 degree turn, from 090 to 270. It was dark, my attitude indicator had not spun up yet, the horizon was not visible due to a lake and very few lights in that direction. When I started the left turn the ball slammed to the outside of the turn. With all of the recent accidents that appeared to be related to moose stalls, and a recent conversation on the subject with a good friend/pilot, fortunately, there was a strong focus on the ball. It was very, very, difficult to make that turn in the dark and keep the airplane somewhat cooridinated. Ended up way out to the NE when I finally called base, and felt a little disoriented. In the daylight with a lot of visual cues, most likely no problem. But, with a few things adding up to that situation, makes me wonder, how many more difficulties it would have took to create a bad situation. On the ground things started making more sense - one rudder cable was completely slack, will find out this weekend if it's a broken rudder return spring, or a bracket problem, etc.

[blueldr]

!00 degrees of wind correction on the downwind leg and then you landed--------[c'mon Joe]

[N1478D]

!00 degrees of wind correction on the downwind leg and then you landed--------[c'mon Joe]

Yep! Nose pointed East while the strong winds pushed the airplane North on downwind. Left base is a heading of 270. The nose had to be pointed more southerly while on base to account for the south winds, so it was more than a 180 degree turn from downwind to base. With the unknown problems in the rudder spring/bracket, and being at night, and not many visual cues, it reminded me of how easy it is to have a series of small stuff add up to a big problem. There sure have been a lot of accidents this summer, and I just wonder how many of them were caused by a combination of small things adding up to a bigger problem.

[N1478D]

Sure have been surprised at how much difference a small spring can make in the handeling of my airplane. The right rudder return spring did break. Flying with a broken spring, knowing that it was broken, was a doable deal, although, in gusty wind conditions the ball did want to uncenter. And, had to fly always with pressure on both pedals to keep the ball centered. After reading the threads and to hold me over till the Cessna springs come in, went to Pep Boys and bought a box of assorted throttle return springs and made a replacement out of the one that was the most similar to the broken original rudder return spring. IMHO, you don't want to ever do that! The airplane has tried to veer off of the runway during landing with a small crosswind, is very hard to taxi in any kind of wind, and all due to that throttle return spring. Van Bortels in Arlington has 0310196-4 for $5.74 and 0310196-3 for $20.55 ( I know, they are nearly the same, doesn't make any sense ) coming in a few days for me. I can't wait. The throttle return spring is almost the same size. My airplane is as sweet as can be when it has the right rudder return springs, and is very easy to taxi. But, that little difference in one spring makes it an airplane that I would not land in even a 10 MPH cross wind with the wrong spring, have done landings with 25 MPH across the runway mulitple times before. Beginning to wonder if some of the posts about handeling has been influenced by a wrong spring or part somewhere on different people's airplanes. Again, the amount of difference in handeling is staggering.