### BRITISH AEROSPACE MILITARY AIRCRAFT AND AEROSTRUCTURES MILITARY BUSINESS UNIT Greengate, Middleton, Manchester, M24 lSA, 

### England. 

# BAeAIRCRAFT BULLETIN FOR DE HAVILLAND MOTH AIRCRAFT DOCUMENTTYPEAND REF No TECHNICAL NEWS SHEET CT (MOTH) No 29 Issue 

### 3

·TITLE: FUSELAGE: LATERAL TIE RODS- FRACTURE ATWINGJOINTFITTINGS.
1. 

### PLANNING INFORMATION 

### A. 

### Effectivity A11 Variants ofDH 60, 82, 82A, Queen Bee and 83 Moth Aircraft 

### B
. Reason 

### CLASSIFICATION MANDATORY

During routine maintenance on a DH 82 aircraft it was found that the lateral Fuselage Tic Rod at the aft position had sheared at its location with the spar attachment fitting. Subsequent investigation found the failure was a result of fatigue cracking in the thread root. In addition the forward Tie Rod (which had not fractured) was distorted and found to have been manufactured from material ofincorrect specification with a lower tensile strength. 

### C. Description This Technical New Sheet (1NS) CT (MOTH) No 29 Issue 3 calls for both lateral Fuselage Tie Rods to become "lifed items" restricted to a service life of 2000 flying hours or 18 years (whichever is sooner) and introduces a procedure for the examination of the aircraft structure following a heavy landing, following undercarriage trauma and at annual inspection. Undercarriage trauma is defined as hitting an obstacle or a deep rut in the landing or taxy area, distortion, buckling or other impact damage to the undercarriage, including collapse.



### DATED 1stMarch 1999 PAGE 1 OF7CONTINUATION SHEET DOCUMENTTYPEAND REF No TECHNICAL NEWS SHEET CT(MOTH) No 29 Issue 3 D. Compliance (I) The work detailed within the Accomplishment Instructions of this Technical News Sheet (TNS) Cf (MOTH) No 29 Issue 3 has been classified MANDATORY by the United Kingdom Civil Aviation Authority (CAA). (2) Paragraph 2.A (Work Required

- Tie Rod Removal) must be carried out within 2000 flying hours or 18 years, whichever is sooner from last Tie Rod renewal. In cases where no evidence of last renewal date is found to exist, paragraph 2.A must be complied with within six months or 100 flying hours from the issue date of this TNS whichever is sooner. Thereafter repeat applications ofparagraph 2.A must be carried out at intervals of2000 flying hours or 18 years whichever is sooner from the last Tie Rod renewal. (3) Paragraph 2.D (Work Required- Manuals) must be carried out within 3 months of the issue date of this TNS in order to introduce an expanded heavy landing inspection and additional requirements for the annual inspection into the Recommended Maintenance Schedule and an amendment to the details of replacement Tie Rods and Nuts in the Maintenance and Repair Manual. (4) Operators may wish to consider embodyingTNS 29 at the same time as TNS 28. E. Approval The contents ofthis Technical News Sheet (TNS) CT (MOTH) No 29 Issue 3 have been approved under the authority ofthe United Kingdom Civil Aviation Authority approval ref : DAI/9402/92
. F
. References Figure 1 attached. 

### G
. Publications Affected (1) Maintenance Schedule -amendment to the Heavy Landing Inspection and Repeat application ofTNS 29 Issue 3 at2000 flying hours or 18 years whicheveris sooner. (2) Maintenance Schedule

- amendment to the Annual Inspection requirements
. H
. MaterialInformation DHQueenBee DH 60 Mill, :Mkll& Gill DH 82, 82A and 60T DH60M DH83 DH 60, 60X and 60G

PAGE20F7 Rod

### PtNo 43210, Nut

### PtNoH 25486 Rod 

### PtNoH 33746,Nut

### Pt NoH 25486 Rod PtNo H 37869A, Nut

### Pt No H 37870 Rod 

### PtNo H 25487, Nut

### Pt No H 25486 Rod 

### PtNoH 37863, Nut

### Pt No H 37870 RodPtNoH 11456, Nut 

### PtNo A.27ES

DATED 1stMarch 1999CONTINUATION SHEET DOCUMENT TYPEAND REFNo TECHNICAL NEWS SHEET CT (MOTH) No 29 Issue 3 NOTE: All Rods to be manufactured as shown in Figure 1. Operators with queries regarding applicability of parts should contact BAe in accordance with Paragraph 4 (REPORTING). 2. ACCOMPLISHMENTINSTRUCTIONS A. Work Required- Tie Rod Removal (1) Remove orstow the wings in accordance with the Maintenance and Repair Manual. (2) Refer to Figure 1 attached and locate the Spar Joint Fittings applicable to type at fuselagejointindicated, on both the Port and Starboard sides ofthe aircraft. (3) Remove the securing nuts and withdraw the two lateral Fuselage Tie Rods. (4) Using cleaning fluid and a lint free cloth remove aJI grease and dirt from the surface of the Spar Joint Fittings particularly around the periphery of the Tie Rod location holes. (5) Examine the Tie Rod location holes using a strong light source and 10 X magnifier for signs of ovality. Where these holes are found to be elongated the fitting should be declared scrap and replaced with an appropriate new item. NOTE: 

### If the Tie Rod location holes are satisfactory but the undercarriage or wing attachment holes are found elongated, repair may be accomplished by embodimentofrepair drawing R4555 Issue 1. (6) Look carefully for any split or fracture of wood at the location where rods pass through fuselage lower longerons Port and Starboar d. Where signs of damage or deterioration are found to exist carry out rectification in accordance with the approved Repair Manual. (7) 

### In the case of metal tubular fuselage construction, examine the location where the rods pass through the fuselage lower longerons Port and Starboard for buckled or dented section and broken welds. Where signs ofdamage ordeteriorltion are found to exist carry out rectification in accordance with the approvedRepairManual
. (8) Refer to the table on Figure 1 attached. Identify and obtain appropriate new Tie Rods and Nuts, from a manufacturing organisation approved by the local Airworthiness Authority

DATED 1stMarch 1999 PAGE30F7

### CONTINUATION SHEET DOCUMENTTYPEAND REF No TECHNICALNEWS SHEETCT (MOTH) No 291ssue 3 B. 

### Work Required- Heavy Landing Inspection, Undercarriagetrauma (see Paral
.C) 

### and additional annual inspection requirements. (1) Place the aircraft on level ground and view from the front. Detennine if the aircraft is sitting level. (2) Check the angle of the wheels and look for evidence of toe-in/toe-out and vertical alignment to determine ifthe stub axle is bent. (3) Trestle the aircraft to lift the wheels clear of the ground
. Check the undercaniage radius rod front swivel bolt and fitting at the lower bulkhead and rear attachment lug on the compression leg for security, distortion andelongation ofthe bolt hole. (4) Check centre section bracing wires for tension. Ifslack, check all attachment lugs, including those on the centre section spars (front and rear) and cabane struts for distortion orbowing
. CAUTION: Do not attempt to tension wires without ascertaining the cause of slackness
. (5) Check the mainplane bracing wires especially flying (lift) wires and interplane bracing wires for tension. 

### If slack carry out further investigation to lugs/spars as required. (6) Check all bolts at joint E and both internal and external angle brackets and associated bolts atjoint 

### C (lower front frame) for security. (7) Examine undercaniageboltholes in wing attachment fittings for elongation. 

### (8) Check vertical member betweenjoints

### H • G in the fuselage side frame atthe front cockpit for bending and cracked orflaking paint. NOTE: The most likely place for such damage is where the tie rods pass through the longeron. 

### On wooden longerons look for split · or fractured wood
. On metal longerons look for buckles orbroken welds and bending ofthe tierods. (9) Checkall tubes ofthe engine mounting frame for distortion/bending to include the engine bearerfeet. ( 1

0) Remove the lower compression leg pin to the axle member and examine for bending. If bending is observed, remove the upper compression leg bolt and dismantle the unit. Check for broken springs. Remove gaiter from lower leg and check for bending of the sliding tube. With the springs removed, detennine that the tube slides freely
. (11) Rotate the collarwith the lugfor the compression legaround the sleeve on the axle member, feeling for any tight spots indicatingbending ofthe axle. (12) Remove theboltfrom the trunnion carrying the compression leg. It should slide out easily. 

### PAGE40F7 DATED 1stMarch 1999CONTINUATION SHEET DOCUMENTTYPE AND REF No TECHNICAL NEWS SHEET CT (MOTH) No 29 Issue 3 (13) Check 'V' undercarriage strut for alignment and distortion
. Ifnecessary remove the strut and examine the attachment legs and bolts into the cross tube. (14) Check the fabric around the wing attachment fittings for slackness/wrinkling. (t5) Check the wing attachment fittings for displacement evidenced by cracking paint film around their edges. Examine the lower longeron tubes for distortion and cracking/flaking paint. On wooden fuselages overload failure of the wing attachment fitting may result in the fitting being displaced around the bottom lower longeronlcross tube attachment structure and internal fittings, bending the tie rods. (16) Gain internal access to the tie rods by removing the front seat pan and check the integrity and condition ofthe tie rods and tie rod nuts for displacement and damage. ( 17) Check lower wing attachment fittings on rear spars for bending
. ( 18) In the event of a wing-tip coming into contact with the ground, in addition to the checks described in the Maintenance Manual, check for signs of wrinkled/loose fabric toboth wings. NOTE: The most likely damage to occur is fracture of the spars where the interplane struts are attached, or in the case of the bottom rear spar, at the point around the aileron inner hinge
. Make right angle cuts in the fabric at these points and examine the spars. 

### If correct, repair the fabric by sewing and patching in accordance with DHTM 1, Section 1, Page 25, Para 17
. C. Work Required- Tie Rod Replacement (1) Install new tie rods and run up the securing nuts by hand "finger tight"
. Tighten and torque load the nuts to 2

- 2
.5 lbf ft (2.71

- 3.39 Nm) on wood constructed aircraft and 7.5

- 8.5 lbf ft (10.17

- 11.52 Nm) on metal constructed aircraft. A little further tightening may be necessary so that the next slot aligns with the split pin hole. Secure with 

### a split pin and apply protective treatment. (2) Refit wings and re-rig the aircraft in accordance with the Maintenance and Repair Manual. D. WorkRequired -Manuals (1) For variants of the DH 82 and the Queen Bee, delete the fmal sentence ("Each 

### consists........................... 12.5 

### mm ") from the Maintenance and Repair Manual, DHTM 1, Section 2, Page 5,Paragraph 8
. Insert the following text 

### ''Refer to Technical News Sheet CT(Moth) No 29/ssue 3,paragraph 2.A.(8).".

DATED 1stMarch 1999 PAGE50F7CONTINUATION SHEET DOCUMENTTYPE AND REFNo TECHNICAL NEWS SHEET CT (MOTH) No 29 Issue 3 (2) Manual ofInstructions (INSPECTION

- AFTER A BAD LANDING) for variants oftheDH60 and DH83 should be hand amended to state 

### u Tie rods to be manufacturedandreplacedinaccordance with TechnicalNew Sheet CT(Moth) No 29Issue 3". (3) Amend the Recommended Maintenance Schedule ( for the variants of the DH82 and the Queen Bee contained within Maintenance and Repair Manual, DHTM 1), Paragraph 17 (Heavy Landing Inspection) to insert new Sub Para. (v) text:- 

### uRefer to TNS29Issue 3, Paragraph 2.B (Heavy LandingInspection)." (4) Amend the Heavy Landing Inspection within the manual of instructions (INSPECTION

- AFrER A BAD LANDING) for variants ofthe DH60 and DH83 to insert new inspection:- 

### u Refer to TNS 29 Issue 3, Paragraph 2.B (Heavy LandingInspection)." (5) For all aircraft types, amend the Recommended Maintenance Schedule to add TNS 29 Issue 3, Para 2.B to the existing annual inspection requirements
. (6) For all aircraft types, amend Recommended Maintenance Schedule to include the requirement to repeat TNS 29 Issue 3, Paragraph 2
.A every 2000 Flying Hours or 18 Years whichever is the sooner. 3. RECORDING A. Record compliance with this TNS No 29 Issue 3 in the appropriate aircraft technical records, detailing lastTie Rod renewal date orflying hours to date. B. Whenevera Technical New Sheet is issued or an earlierTNS is re-issued, operators are required to hand amend the copy they hold of TNS CT (Moth) No 1, "LISTING OF TECHNICAL NEWS SHEETS" to ensure an up-to-date index is maintained. 4. REPORTING A
. When reporting details offaults found, orincases where technical advice is required contact:

PAGE60F7 TheEngineering SupportManager British Aerospace Military Aircraft and Aerostructures Military Business Unit- Chadderton Works Greengate, Middleton Manchester M241SA England Telephone 

### Fax: +44 (0)161 9558789 

### +44 (0)161 9558798

DATED 1stMarch 1999CONTINUATION SHEET DOCUMENT TYPEAND REFNo TECHNICALNEWS SHEET CT (MOTH No 29 Issue 3 JOINT'E' JOINT'G' 

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- LATERAL FUSELAGETIERODS JOINT FITIING (Pt No 1134640/1) Refer to table for details Examine holes for signs ofelongation

I 

### A 

# :1 I 

# I( 

# ; I : 

# I c



# .. I B 1
.. 

# 1 D FUSELAGECROSSTUBE (Pt No H22411A) ExceptDH 60, 60Xand60G
AJCTYPE RODPtNo A 

### B ..

N-GA15 

# c D NUT DH60 

## ** H11456 26.5" .8125" 114" 114" B.S.F. A.27ES DH60X 

## ** H11456 26.5" .8125" 114" 114" B.S.F. A.27ES DH60G 

# ** H11456 26
.5" .8125" 1/4" 114" B.S.F. A.27ES DH60Mkii H33746 27

### .1" 0.625" 5/16" 5/16" B.S.F. H 25486 DH60Gill H33746 27

### .1" 0.625" 5/16" 5/16" B.S.F. H 25486 DH60M H25487 26
.5" 0.625" 5/16" 5116" B
.S.F. H 25486 DH60T H37869A 26.95" 0.500'' 8mm 8mmx 1mmpitch H 37870 DH82 H37869A 26.95" 0.500" 8mm 8mmx hnmpitch H 37870 DH82A H37869A 26.95" 0
.500" 8mm 8mmx hnmpitch H 37870 DHQueen 43210 27.31" 0.73" 5/16" 5/16"B.S.F. H 25486 Bee DH83 H37863 39.15" 0.500" 8mm 8mm x 1mm _Eitch H 37870 

## ** Material Spec

# = S 1CadmiumFinish Material Spec

# = S 154 'D' Condition

- HTS Cadmium Finish Thread: Die orRolled thread Finish. 1/16"x 3/4" splitpin required. FIGURE 1 DATED 1stMarch 1999 PAGE70F7