Thread: Steering Rod Disconnect

Over 40 years and more than 4000 hours of recreational flying, every preflight I have done has included manually wagging the rudder back and forth by its trailing edge. There had never been a negative indication… until 3 days ago.
Preparing to depart Culiacan, Mexico on our way back from Puebla the rudder on our CT2K moved back and forth freely, as if disconnected. Further investigation with the tail held down showed the left rudder pedal would steer the nose wheel to the left, but the right pedal would not turn the wheel at all. Additional inspection found the right side nose wheel steering push rod was not attached to the steering horn and the fastener used to attach it was missing.
Knowing that we had made at least two right turns getting to the tiedown the previous evening, my son and I searched the tiedown area and taxiways carefully, but to no avail.
Facing the daunting task of finding a replacement bolt in Mexico, we considered other less critical applications on the aircraft instead. My son suggested the seat belt clamps. Sure enough, they use the same bolt, just slightly shorter. That got us back home.
The aircraft is a 2004 model with 680 hours total time. I don’t believe the torque on these fasteners has been checked before… but it will be in the future, as a regular part of our spark plug and oil changes.

If you have seen the thread I posted regarding my modification to my cockpit heat exchanger you will know that I removed it in order to work on it at home.
Whilst the under side of the engine was clear of obstructions I got a real good look around to check for leaks and sure enough I found the same problem as you did with the right side actuator rod to the nose leg steering arm, but in my case the rod was loose. The countersunk screw was just about holding on by 2 threads and I reckon it would have fallen out sometime soon. The steering was unaffected so I couldn’t feel anything in the foot pedals or by waggling the rudder.
I put some Loctite on the thread and did the same to the left side just in case. This will definitely be on my pre-flight checks from now on.

These screws should have Loctite 243 and should be checked every 100 hr.and annual inspection by your mechanic. They get 80 in/lb of torque. Screw them in lightly and make sure they are straight and you do not cross thread them. It the screw starts to bind then stop back out and start again. This is a very easy screw for anyone to check. You can't just look at this screw and say it is ok you need to use an allen wrench and make sure.

Thanks Mkoerner for that tip..I checked mine tonight and they are tight!

Scary... I am one to always fallow the M/M but in the case of those two particular bolts I always use High strength Red loctite. I have never had one of those bolts come loose on me but I do remember a time about 4 yrs ago when we just picked up our plane from maintenance and upon taxing to the ramp we had discovery the same problem. The bolt hadn't fallen out it had just never been put back in after the fork had been removed. There are no excuses for a mechanic to overlook that as it is a very serious safety hazard but in the mechanics defense the owner ( my dad and I ) had put pressure on him to expedite the maintenance as we were trying to ensure we had enough daylight to make it home. The point I am trying to make about this is that owners need to be sure and always give a mechanic space and time to perform his duties as in the event there ever is a crash the FAA will surly be speaking with the mechanic and "I was in a hurry" is not a good reason to give them.

Hello,
The great escape! I haven't picked up my 06 yet, so I sitting here reading these great bits trying to visualize 'seat belt clamp(s)'-bolt. Where are they located and any idea what the size is? I'd like to pack an extra one around. Would you have been stuck otherwise? Is the rudder totally inop or would it have a little authority with some airflow over it?

Checked the bolts on mine. I always check the nose gear and steering assembly very well since I fly a rental. Ours has that red paint/dye on the bolts so you can easliy see if they backed out.

Just for conversation. In this condition does a FDCT rudder, at some certain speed, have enough authority for directional control on the ground, like a free castoring nose wheel aircraft.

I find the CT rudder has plenty of authority during flight. Most free-castoring nosewheel aircraft have toe brakes. It would probably be unwieldy with a free castoring nosewheel and the current brake setup.