Thought I'd check in and see if Glenn was still flapping his jaws on this thread.
Couple things that I would like those of you that are still reading this thread to understand.
1 Glen says he lives in Ohio.I live in wa. state he has never been in my shop or ever laid eyes on the rudder pedals I removed for the 150. yet he seems to believe he knows every thing about them.
2 He made great hoopla over the corrosion he saw on the pedal I showed here. Remember all the pitting corrosion statements he made.
Well,, if you look close, It is stereo Typical Filiform in its most common form. compare my photo to the pictures in AC43-13. Pretty much says it all about his knowledge about the types of corrosion.
3 So, here is the full study on the pedals, When I removed them from the 150 they did show quite a bit of corrosion and wear, I fully intended to weld the holes close and re-drill. After cleaning as any old welder would do is to identify the material. And I did as all welders do -- >
and found the castings were not Mag, So I alodined them as I should do to Aluminum. and they turned a nice light brown, no matter what Glen saw. they re-acted just as any aluminum should. and I posted the picture.
That is when the debate started as to if they were Mag or Alu ? Some one mentioned I should touch a TIG torch to it. So I did. I made a little puddle and added a touch of mag filler wire, allowed it to cool, then took a sharp cold chisel and struck the mound felt by the filler wire. It came off like a scab, proving the material was in fact aluminum. And proceeded to weld a hole closed with aluminum filler wire and it took very little effort to make the weld fill the hole. Even Glen made comment it looked pretty good. He was looking at an aluminum weld, thinking it as mag, even tho he had already stated the mag couldn't be welded. I'll give him credit, pictures are deceiving.
Shortly after that we got a post from our Textron rep, saying he had e-mailed Cessna. and that Cessna had stated all rudder pedals were mag. I thinking what? So I called too, got the same story. Cessna Never made any aluminum pedals (EVER)
So this now brings up the Question, What the hell do I have?
About this time Glen brings up the part number and casting number, I inspect mine and there is no marks at all. Nothing, zip, nada.
That's when I called Mc Farland to see If they had ever made aluminum ones, Nope, all they do is repair or buy new from Cessna's contractor. I ask, "know any one with a STC for aluminum ones"? nope never heard of anyone.
So with no number or marks to identify, or any other method of identification, I simply can't use them. they went out with the recycle trash this morning. They were either a owner provided part. or a unapproved after market part.
I'll sort out a good set on my next visit to the salvage yard.
next issue with Glen, He has shown the AC 43,13 as the source for his belief that I can not repair these. I have a clue for ya, you have shown every one here that you knew the make model and year, plus the serial number of my aircraft. That's an indisputable fact. yet you demonstrate you are simply unaware that Cessna has a full set of maintenance manuals for all their aircraft from 1968 on. had you read the AC you would have known it does not apply to aircraft that are supported by their own manuals.
Next issue, Weld repairs on part 91 aircraft. There is only one weld repair that is considered a major repair, that is given in the FAR 43-A as a weld repair to any structural component of an engine. (look it up) any other weld repair is a minor repair, and can be returned to service by any A&P or those supervised by them, on a log book entry describing the maintenance IAW FAR 43
And OBTW all E3 NAVY structural mechanics are required to show proficiency in the use of a eddy current inspection tools prior to advancing to E4. the instruction is given on he navy's training computer system and requires the dumbest of the bunch about 15 minutes to do the theory of operation, calibration, and use of the equipment. then demonstrate the use for a Quality assurance chief, and they are good to go use the eddy current tester on the most critical equipment in the world.
But it is nice to know you've reached the E3 level of aircraft maintenance at the repair station.
MY apologies to the moderators
