BRITISH AEROSPACE MILITARY AIRCRAFT AND AEROSTRUCTURES 

MILITARY BUSINESS UNIT 

Greengate, Middleton, Manchester, M24 lSA, England. 

BAe AIRCRAFT 

BULLETIN FOR DE HAVILLAND MOTH AIRCRAFT 

DOCUMENT TYPE AND REF No TECHNICAL NEWS SHEET CT (MOTH) No 29 Issue 3 

·TITLE: FUSELAGE: LATERAL TIE RODS- FRACTURE 

AT WING JOINT FITTINGS. 

1. PLANNING INFORMATION 

A. Effectivity 

A11 Variants of DH 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 of incorrect 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 1st March 1999 PAGE 1 OF7 
CONTINUATION SHEET 

DOCUMENT TYPE AND 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 of paragraph 2.A must be 

carried out at intervals of 2000 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 embodying TNS 29 at the same time as TNS 28. 

E. Approval 

The contents of this Technical News Sheet (TNS) CT (MOTH) No 29 Issue 3 have been 

approved under the authority of the 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 at 2000 flying hours or 18 years whichever is sooner. 

(2) Maintenance Schedule - amendment to the Annual Inspection requirements. 

H. Material Information 

DHQueenBee 

DH 60 Mill, :Mk ll & Gill 

DH 82, 82A and 60T 

DH60M 

DH83 

DH 60, 60X and 60G 

PAGE20F7 

Rod Pt No 43210, Nut Pt NoH 25486 

Rod Pt NoH 33746, Nut Pt NoH 25486 

Rod Pt No H 37869A, Nut Pt No H 37870 

Rod Pt No H 25487, Nut Pt No H 25486 

Rod Pt No H 37863, Nut Pt No H 37870 

Rod Pt NoH 11456, Nut Pt No A.27ES 

DATED 1st March 1999 
CONTINUATION SHEET 

DOCUMENT TYPE AND REF No 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. ACCOMPLISHMENT INSTRUCTIONS 

A. Work Required- Tie Rod Removal 

(1) Remove or stow 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 

fuselage joint indicated, on both the Port and Starboard sides of the 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 

embodiment of repair 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 Starboard. 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 of damage or deteriorltion are found 

to exist carry out rectification in accordance with the approved Repair Manual. 

(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 1st March 1999 PAGE30F7 
CONTINUATION SHEET 

DOCUMENT TYPE AND REF No TECHNICAL NEWS SHEET CT (MOTH) No 291ssue 3 

B. Work Required- Heavy Landing Inspection, Undercarriage trauma (see Para l .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 if the 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 and elongation of the bolt hole. 

(4) Check centre section bracing wires for tension. If slack, check all attachment lugs, 

including those on the centre section spars (front and rear) and cabane struts for 

distortion or bowing. 

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 at joint C (lower front frame) for security. 

(7) Examine undercaniage bolt holes in wing attachment fittings for elongation. 

(8) Check vertical member between joints H • G in the fuselage side frame at the front 

cockpit for bending and cracked or flaking 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 or broken welds and bending of the tie rods. 

(9) Check all tubes of the engine mounting frame for distortion/bending to include the 

engine bearer feet. 

( 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 collar with the lug for the compression leg around the sleeve on the axle 

member, feeling for any tight spots indicating bending of the axle. 

(12) Remove the bolt from the trunnion carrying the compression leg. It should slide out 

easily. 

PAGE40F7 DATED 1st March 1999 
CONTINUATION SHEET 

DOCUMENT TYPE AND REF No TECHNICAL NEWS SHEET CT (MOTH) No 29 Issue 3 

(13) Check 'V' undercarriage strut for alignment and distortion. If necessary 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. 

(t 5) 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 of the 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 to both 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. Work Required -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 1st March 1999 PAGE50F7 
CONTINUATION SHEET 

DOCUMENT TYPE AND REF No TECHNICAL NEWS SHEET CT (MOTH) No 29 Issue 3 

(2) Manual of Instructions (INSPECTION - AFTER A BAD LANDING) for variants 

of the DH60 and DH83 should be hand amended to state u Tie rods to be 

manufactured and replaced in accordance with Technical New Sheet CT (Moth) 

No 29 Issue 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 TNS 29 Issue 3, Paragraph 2.B (Heavy Landing Inspection)." 

(4) Amend the Heavy Landing Inspection within the manual of instructions 

(INSPECTION - AFrER A BAD LANDING) for variants of the DH60 and DH83 

to insert new inspection:- u Refer to TNS 29 Issue 3, Paragraph 2.B (Heavy 

Landing Inspection)." 

(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 last Tie Rod renewal date or flying hours to date. 

B. Whenever a Technical New Sheet is issued or an earlier TNS 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 of faults found, or in cases where technical advice is required 

contact: 

PAGE60F7 

The Engineering Support Manager 

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 1st March 1999 
CONTINUATION SHEET 

DOCUMENT TYPE AND REF No TECHNICAL NEWS SHEET CT (MOTH No 29 Issue 3 

JOINT'E' JOINT'G' 

4/ r4 =~ ~y ~ lV1 ~lL~ ( ~ .\ 

V\ ~ . 3Po~ ---.... ___ 

\OINT'C'~ -J 

[ 0) 

-

LATERAL FUSELAGE TIE RODS JOINT FITIING (Pt No 1134640/1) 

Refer to table for details Examine holes for signs of elongation 

I A 

I :1 I ( I : ; I c 

.. I B 1 .. 

D 1 

FUSELAGE CROSS TUBE (Pt No H22411A) 

Except DH 60, 60X and 60G 

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 8mm x 1mm pitch H 37870 

DH82 H37869A 26.95" 0.500" 8mm 8mm x hnm pitch H 37870 

DH82A H37869A 26.95" 0.500" 8mm 8mm x hnm pitch 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 1 Cadmium Finish 

Material Spec = S 154 'D' Condition - HTS Cadmium Finish 

Thread: Die or Rolled thread Finish. 

1/16" x 3/4" split pin required. 

FIGURE 1 

DATED 1st March 1999 PAGE70F7