SERVICE BULLETIN INDEX

2. Undo bolts and install spacer washers as required to eliminate possible binding. If required trim the Brass spacers to allow for the insertion of the spacer washers refit and tighten all bolts [Method 1 may also be required at this time] see chapter 4 drawings A81a through k for reference. 3. Inform your PFA Inspector SERVICE BULLETIN No 9 Issue 1 29-10-2001 JURY STRUT CLEARANCE Reason; to eliminate binding with the lift struts It was noted on inspection of C42FB U/K G-OFBU that the forward end of the lift strut "tie bar" was fowling the bottom of the front Lift Strut on both sides of the aircraft the problem is eliminated as follows: 1. Undo the nuts on the front Jury strut hinge bolts, install an extra M6 washer to lift the "tie-rod" and eliminate the possible fowling use a small amount of thread loctite refit and tighten nuts if required carry out the same operation on the rear "tie-rod" fixings. 2. Inform your PFA Inspector. SERVICE BULLETIN No 10 Issue 1 29-10-2001 SHORT BOLTS IN CRITICAL APPLICATIONS Reason: to replace where possible bolts with short shanks It was noted on inspection of C42FB U/K G-OFBU that a number of bolts in critical applications had short shanks with threads bearing on metal Carry out replacement of the bolts listed in the table below in some instances it will be necessary to cut excess thread from the bolt and use washers as required. Note when cutting thread ensure a "clean" cut and lead-in. use loctite where required in the build manual. Bolt Function Was Type Identity Proposed Action Propeller[six each] M8 Ensure that correct length M8 series bolts are fitted & that bolts are in safety. Front D/C, box section, top lateral bolts,[four each] M6 x 75 A3a Item 9 Replace with M6 x 75 use washers/crop and protect bolt if required Cockpit rear top struts to "A" frame [two each] M8x65 A8 1h Item 9 A81f Item 9 Replace with M8 x 70 use washers/crop and protect bolt if required Rear U/C drag strut,vertical fuselage attachment bolt. [two each] M8x25 set screw A4E Item 14 Replace with M8 x 25 bolt, ensure, by the use of washers that bolt is not "threadbound" causing damage in Rivnut Rear U/C drag strut, fwd. attachment vertical Bolt [two each] M6x50 A4E Item 12 Replace with M6 x 60 use washers/crop and protect bolt if required D/C stub axle bolt, (inboard) [two each] M6 x 40 A4b Item 29 Replace with M6 x 50 on all aircraft. use washers/crop and protect bolt if required D/C radial. profile strut, centre bolt [two each] M8 x 75 A4b Item 18 Replace with M8 x 85 use washers/crop and protect bolt if required Main axle beam to fuselage bracket, beam longitudinal bolts, [four each] M6 x 75 A4e Item 2 Replace with M6 x 85 use washers/crop and protect bolt if required Elevator push rod motion reversal lever, Rose joint/push rod attachment bolt, [two each] M6 x 40 A8H Item 12 Replace with M6 x 50 each end. Use washers/crop and protect bolt if required Elevator horn Rose joint attachment bolt [two each] M6 x 30 set screw D2b Item 27 Replace with M6 x 40 bolt. use washers/crop and protect bolt if required Wing root rib to L/E attachment bolt, also securing drag wire tang. [two each] M6 x 100 C1d Item 15 Replace with M6 x 110. use washers/crop and protect bolt if required Compression struts to L/E spar channels [two each] M6x 100 C1g Item 7 Replace with M6 x 110. use washers/crop and protect bolt if required Compression struts to L/E spar channels [four each] M6 x 100, C1i Item 10 Replace with M6 x no. use washers/crop and protect bolt if required Wing root rib to T/E attachment eye-bolt, also securing anti-drag wire tang, flap hinge. 2 ea M6 x 80 eye-bolt C1e Item 20 Replace with M6 x 85 eye-bolt use washers/crop and protect bolt if required Compression struts to T/E spar channel. [four each] M6 x 80 C1g Item 19 & C1i Item 12 Replace with M6 x 90 use washers/crop and protect bolt if required Compression strut to L/E attachment channel. [four each] M6 x 50 C1g Item n Replace with M6 x 60. use washers/crop and protect bolt if required "A" frame rear port side spar fitting retaining bolt [one each] M8x 45 A81h Item 14 Replace. with M8 x 50. use washers/crop and protect bolt if required Main axle beam to lower fuselage rose joint bracket, retaining bolts, [two each] M8x 60 A81b & A81d Item 4 Replace with M8 x 65. use washers/crop and .protect bolt if required Install bolts using relevant sections of the builders manual use loctite as required do Not over tighten bolts, refer to build manual for details SERVICE BULLETIN No 11 Issue 2 10-05-2004 INSTALLATION OF VAPOUR RETURN FOR AIRCRAFT USING "MOGAS" Reason: To decrease the chance of a “Vapour Lock" for aircraft using "Mogas" Fuel This modification is deemed Mandatory for aircraft using "Mogas" Fuel A kit of parts is available from Flybuy Ultralights Ltd to carry out this modification comprising of Treleborg Hose [Engine Compartment], Skydrive "T" piece with built in restrictor, Skydrive [blue] hose, 4ea hose clamps for Treleborg hose. 2ea clamps for Skydrive Hose, 1ea insert [Treleborg to Skydrive hose] 1ea screw in tank insert. 1ea Bulkhead Sleeve. 1. Ensure lines to the mechanical fuel pump are free of fuel. 2. Locate position on the firewall close to the large centre sleeve with no restrictions either side of the firewall remove around a 30mm diameter circle of the fire blocking material with a sharp knife. 3. Drill a pilot hole in the centre of the circle; expand the hole to fit the sleeve provided [approx 20mm] using a suitable tool such as a "Cone Cutter" clean up any swarf. 4. Insert the sleeve into the hole and seal with fire retardant sealant as per the existing large sleeve. 5. Cut the fuel pipe that feeds the two carburettors close to the middle of the engine [see photographs] making sure that no debris enters the system. 6. Install the "T" piece with the restrictor facing the firewall, fit the Treleborg hose to the "T" piece and route it through the firewall sleeve. Tighten all the hose clamps in the engine bay and use cable-ties to eliminate any fowling with engine bay components; seal the hose at the firewall as with the sleeve. 7. Drop down the instrument panel and install the Treleborg to Skydrive inline adapter fit and tighten the hose clamps. Route the hose back to the fuel tank with the existing fuel line from tank to engine use cable ties as required [do not tie to pitot or static lines as this tubing will kink if tight cable ties are fitted]. 8. Remove threaded bung from rear of tank and install screw in fitting, fit return hose and secure hose clamp, make sure no debris enters the tank. Carry out leak checks. 9. Contact your PFA Inspector before carrying out ground runs. SERVICE BULLETIN No 12 Issue.1 29-10-2001 POSSIBILITY OF HINGE BOLTS TURNING Reason; to ensure hinge bolts are locked into place Although there has not been any recorded incidences on factory built C42 aircraft this bulletin is to make instructions called for the use of thread loctite or equivalent on all hinge bolt threads. In all future kits the recommendation will be for the use of medium strength thread locking compound such as Loctite 242 on hinge-bolt threads where they screw into threaded inserts, and loctite 330 [or equivalent] on the bolt shank, & shoulder where the hinge-bolt passes through the hollow wing spar tubes. For all builders that have constructed the wings, flaps, Ailerons, rudder, fin, tailplane, and elevators carry out checks to ensure that the hinge-bolts are secure in their fittings with no possibility of rotating and causing a jammed control. 1. This is best achieved by fitting a bar of around 120mm long through the clevis pin holes and ensuring that the hinge bolt will not easily turn if a hinge bolt turns remove it and refit using the recommended grade of thread locking compound. 2. Refit control surfaces carry out a full and free control check 3. Contact your PFA Inspector. SERVICE BULLETIN No 13 Issue 2 15-01-2002 RUDDER CENTERING SYSTEM Reason; to ensure after applying a rudder input that the rudder returns to the central position without assistance. Parts required and supplied: Two each Angle brackets, [See chapter 4 drawing Cle {13}). Two each Rudder return springs. Two each I/I6th multistrand cable with integral thimbles [2ea]. Two each Replacement 6mm Setscrews. Two each 4mm x 8mm bush. 1. Remove the port & starboard side panels [each side of control stick]. 2. Lift the control stick cover to expose the 2ea bolts that secure the centre pedestal to the seat front, remove the nuts & washers 3. Remove the bolts, washers & bushes connecting the rudder cables to rudder pedals. 4. Fit the rudder return angle brackets, with springs and cables as per drawing 5. Refit the rudder cables with the additional return cable, bush & washer as per drawing use loctite on bolt thread,[as original instructions]. 6. Go to the rear of the aircraft & push the tailplane down to lift the nose-wheel from the ground, the rudder should be central, move the rudder to its fully deflected position Port & Starboard, ensure that the rudder returns to its central position. 7. If required minor adjustments to the angle brackets can be made to ensure satisfactory operation 8. Make sure that there is no fouling of the pitot & static pipes [if routed in this area of the centre pedestal], and that the rudder cables have been correctly re- installed 9. Inform your PFA inspector, carry out duplicate inspection. 10. Refit the side panels. 11. Carry out flight test to ensure the rudder returns to centre after deflection to port & starboard. SERVICE BULLETIN No 14 Issue 1 24-01-2002 INCORRECT SCREWS IN CRITICAL APPLICATIONS "THIS IS AN ALERT BULLETIN" Reason; It has been discovered that incorrect screws may have been shipped to some C42FB kit builders. these screws are used in the main flight control systems and installation of the incorrect screws can present a risk of failure of one or more of these systems. These screws are used to secure the fork ends to the actuating push rods or ball joints at the following locations Screw Function Drawing No Proposed Action Aileron horn to bellcrank pushrod Fork end & ball-joint fittings Chapter 2 C4b item 11 Check as per rectification action, replace if required Aileron bell crank to cabin bellcrank ball- joint fittings Chapter 2 C4b item 4 Check as per rectification action, replace if required UK steering rod ball joint fittings Chapter 4 A11b item 6 Check as per rectification action, replace if required RECTIFICATION: All owners must carry out the following checks before the next flight. Inspect all screws at the locations listed above. Where the end of the screw is visible it should be possible to identify by colour whether the screw is bright plated [shiny silver in colour] or stainless steel [Dullish grey]. Where any doubt exists, consult your inspector. An acceptable alternative means of identification is to apply a magnet to the screw when removed from the fitting. If the screw is of the correct stainless steel material, it is only very slightly magnetic. If the screw is the incorrect brittle steel, it is very magnetic. Replace all screws made of the wrong material, Comco Ikarus will supply complete fork end & ball joint fittings with the correct stainless screws. When removing a faulty fork or ball joint fitting [apart from C4b item 4] measure the protruding thread and adjust the replacement item accordingly, carry out final adjustments as per build book use thread lock as required. C4b item 4 the new fittings will be supplied correctly adjusted and with the cone C4b item 5 fitted, [as it may be difficult to remove the old fittings because of the thread locking compound]. drill out the 3ea steel rivets securing the cones to the tube, insert the new cones complete with fittings, mark, and drill the cones and rivet with the Orlock 5x11.5mm rivets provided. Do not forget the safety clips Inform your PFA Inspector. Carry out "full and free" control checks and also a duplicate inspection, record this action in your C42fb log book. SERVICE BULLETIN No 15 Issue 1 10-11-2003 ELECTRICAL FUEL PUMP, ADDITION OF NON RETURN VALVE Reason: to increase the fuel pressure from the “back up” electrical fuel pump It has been noted that in some installations when carrying out the required fuel flow checks [as per the FBU inspection sheets] using the electric “back up” pump a fuel flow of 21-25 litres/per hour was all that could be achieved, the Rotax 912ULS nominally requires 27 litres/hour at full power, 912UL requires 24 litres/hour at full power. MANDATORY Within the next 28 days carry out a fuel flow check using the electric “back up” pump, ensure that the aircraft battery is fully charged when carrying out the test. [this check should be verified by your PFA inspector]. 1) If the check finds the required fuel pressure is within limits a log book entry signed by your inspector will suffice. 2) If the check finds the required fuel pressure inadequate or marginal FBU ltd strongly recommend you carry out the following modification. MODIFICATION DETAILS To enable the electric booster pump system to meet C.A.A. Section “S” delivery requirements and to provide a bypass in the event of pump failure. Rotax 912 UL – 30 litres/hour Rotax 912 ULS – 34 litres/hour Brief description of modification Removal of the restrictor from the pump “bypass line” and insertion of a non return valve into the “bypass line” Accomplishment procedures for modification 1) Ensure fuel cock is in the OFF position. 2) In a suitable hazard free area drain fuel [or clamp fuel pipe] to allow removal of the electric pump and “bypass” system. 3) Remove the pump fuse, and disconnect the electrical connections at the pump. 4) Remove “P” clip securing pump to main tube, release the inlet and outlet hose clamps at the “T” junctions and remove the pump complete with “bypass” system, use rags to soak up any fuel residue when removing the system. 5) Disconnect the “bypass” hose at the restrictor end and remove the brass restrictor, reconnect the hose and hose clamp. Cut the “bypass” hose in the middle and remove around 15mm from each side of the cut, Note it is important that no debris is allowed to enter the fuel system when carrying out this modification. 6) Install the Check Valve CK 312 H and secure each end with a suitable hose clamp, ensure that it is fitted in the direction of flow. 7) Re-install the pump with its “bypass” and check valve, ensure the hose clamps are installed and tight, and the “P” clip securing the pump is refitted. Use cable ties to position and secure the check valve as required. Refit the electrical connections to the pump making sure the polarity is correct. 8) Re-fuel the system and check for fuel leaks at the pump, the “bypass”, and all areas where the fuel system may have been disturbed, when satisfied re-install the fuse, prime the system, and carry out the fuel flow tests in accordance with the FBU ltd fuel flow procedures, no additional air test is required after this modification. 9) Your PFA Inspector will need to verify the installation and flow test[s]. A log book entry with a modification statement signed by your inspector will also be required. SERVICE BULLETIN No 16 Issue 1 17-12-2003 Elevator Horn Cracking – Factory built C42 Classification – Mandatory Nature of Defect – A short crack has been found on one of the elevator horn plates on a C42 aircraft which had flown 59 hours. The crack appears at the welded junction of the right hand horn plate with the collar tube, at the plate’s rear edge, and appears to be associated with a small weld undercut at that point. Drawing 42UKD02.06.00, Issue 26/10/2002, Elevator Horn Assembly, refers. Airworthiness Implications – If the crack propagates through to the adapter tube, this places an increased parting load on the circumferential weld further forward. This in turn may crack. Although the horn consists of two plates, giving some degree of redundancy, the loss of one plate would significantly reduce the safety margin of the elevator control strength. Aircraft Affected – All C42 factory built aircraft delivered up to December 17th 2003. These are serialised as follows: 0307-6543, 0307-6554, 0309-6570, 0309-6572, 0310-6574, 0311-6585 Hours of Operation – Not applicable. Rectification Action Required – All owners must carry out the following actions: (a) Using a dye penetrant crack detection method, inspect the elevator horn for cracks before next flight. Inspect both arms of the horn at all welds. Pay particular attention to the front and rear of the elevator arms at the points where they meet the tube. (b) If a crack is found, ground the aircraft and remove the elevator horn assembly. The procedure for this is given below. Replace the part with the modified version having an improved weld pattern; the part is available from Flybuy Ultralights, Part No. 42UKD02.06.00 Issue 10/12/03. Weld Crack Location (c) If no crack is found, it is permissible to continue to fly the aircraft for a limited period, but particular attention must be paid to this area during each pre-flight check. In any event the part must be replaced within 90 days of this bulletin by the new assembly having an improved weld pattern. (d) Have the replacement installation inspected by a BMAA Inspector and the actions recorded in the aircraft’s log book. Elevator Removal Procedure Disconnect the trim servo wiring by parting the connector in the rear of the fuselage. Disconnect the elevator push rod from the elevator horn. Disconnect the 4 clevis pins and rings from the hinge and remove the entire elevator. Place the elevator upside down on a suitable surface to protect the covering. Support the tube properly and, using a centre punch, carefully tap out the centre pins from the 2 rivets joining the 2 halves of the elevator. Drill out the rivets using the 5mm drill bit supplied. Use a drill press if possible. Remove the 8mm bolt securing the trailing edge frame tube to the elevator leading edge. Separate the two halves of the elevator leading edge tube (tip out the rivet mandrels and swarf). Carefully move the trailing edge tube to enable the elevator horn to slide off. Fit the replacement elevator horn and re-position the trailing edge tube and re-fit the 8mm bolt. Re-join the 2 halves of the elevator and fit the rivets supplied to secure the 2 halves back together. Re-fit the assembled elevator ensuring the clevis pins and rings are correctly fitted. Re-attach the trim servo wiring connection. Re-attach the torque arm to the elevator horn by reinstalling the bolt and using the new nyloc nut supplied. Position Signature Date Chief Executive 17/12/03 Production Manager 17/12/03 Engineering Design Consultant 17/12/03 SERVICE BULLETIN No 17 Issue 3 30-04-2004 Elevator Horn Cracking – Kit Built C42, Classification – Essential Nature of Defect – A short crack has been found on one of the elevator horn plates on a C42 aircraft which had flown 59 hours. The crack appears at the welded junction of the right hand horn plate with the collar tube, at the plate’s rear edge, and appears to be associated with a small weld undercut at that point. Drawing 42UKD02.06.00, Issue 26/10/2002, Elevator Horn Assembly, refers. Airworthiness Implications – If the crack propagates through to the adapter tube, this places an increased parting load on the circumferential weld further forward. This in turn may crack. Although the horn consists of two plates, giving some degree of redundancy, the loss of one plate would significantly reduce the safety margin of the elevator control strength. Aircraft Affected – All C42 kit aircraft delivered up to December 7th 2003. These are serialised as follows: 0102-6319, 0102-6320, 0106-6355, 0106-6356, 0106-6357, 0106-6358, 0106-6359, 0108-6328, 0109-6407, 0109-6408, 0109-6409, 0112-6431, 0112-6436, 0112-6442, 0112-6443, 0112-6444, 0112-6445, 0202-6453 0202-6454, 0202-6455, 0202-6458, 0206-6488, 0207-6496, 0211-6504, 0302-6234, 0302-6235, 0302-6236, 0303-6550, 0309-6571, 0310-6581, 0310-6584. Hours of Operation – Not applicable. Rectification Action Required – All owners must carry out the following actions: (a) Using a dye penetrant crack detection method, inspect the elevator horn for cracks before next flight. Inspect both arms of the horn at all welds. Pay particular attention to the front and rear of the elevator arms at the points where they meet the tube. (b) If a crack is found, ground the aircraft and remove the elevator horn assembly. The procedure for this is given below. Replace the part with the modified version having an improved weld pattern; the part is available from Flybuy Ultralights, Part No. 42UKD02.06.00 Issue 10/12/03 Weld Crack Location Location of possible undercut (c) If no crack is found, it is permissible to continue to fly the aircraft for a limited period, but particular attention must be paid to this area during each pre-flight check. In any event the part must be replaced by 5th June 2004 by the new assembly having an improved weld pattern. Note : This issue 3 of OSB 17 differs from issue 2 in that the compliance period has been extended from 90 days after 5th February to 5th June 2004. (d) Have the inspection/replacement inspected by a PFA Inspector and the actions recorded in the aircraft’s log book. Elevator Removal Procedure 1. Disconnect the trim servo wiring by parting the connector in the rear of the fuselage. 2. Disconnect the elevator push rod from the elevator horn. 3. Disconnect the 4 clevis pins and rings from the hinge and remove the entire elevator. 4. Place the elevator upside down on a suitable surface to protect the covering. 5. Support the tube properly and, using a centre punch, carefully tap out the centre mandrels from the 2 rivets joining the 2 halves of the elevator. 6. Drill out the rivets using the 5mm drill supplied. Use a drill press if possible. 7. Remove the 8mm bolt securing the trailing edge frame tube to the elevator leading edge. 8. Separate the two halves of the elevator leading edge tube (tip out the rivet mandrels and swarf). 9. Carefully move the trailing edge tube to enable the elevator horn to slide off. 10. Fit the replacement elevator horn and re-position the trailing edge tube and re-fit the 8mm bolt. 11. Re-join the 2 halves of the elevator and fit the rivets supplied to secure the 2 halves back together. 12. Re-fit the assembled elevator ensuring the clevis pins and rings are correctly fitted. 13. Re-attach the trim servo wiring connection. 14. Re-attach the torque arm to the elevator horn by reinstalling the bolt and using the new nyloc nut supplied. Position Signature Date Chief Executive 30/04/04 Production Manager 30/04/04 Engineering Design Consultant 30/04/04 SERVICE BULLETIN No 18 Issue 1 26-10-2004 Applicability - Ready Built & KIT Stub Axle Shock Absorber Attachment Cracking – Ikarus C42 Classification – Essential Nature of Defect – Each steel stub axle of the C 42 (UK) is attached to its shock absorber by a small 6mm thick vertical plate, welded to the stub axle. Almost all the braking torque is reacted by the attachment of this plate to the base of the shock absorber. Two examples of stub axles on German aircraft, (which have 5mm thick plates), have been found to have cracks near to their junctions with the shock absorber. These are shown below. The German aircraft had completed around 200 hours; number of braked landings is unknown. Drawing 42UKA09.02.00, Issue 26/10/2003, Stub Axle Assembly, refers. Airworthiness Implications – If the crack propagates to the inboard side of the lug, then collapse of the undercarriage is likely during the next braked landing. Aircraft Affected – All C42 ready built and kit aircraft with total hours flown greater than 50 hours. Hours of Operation – Aircraft with total hours flown greater than 50 hours. Rectification Action Required – All owners must carry out the following actions before further flight: (a) Remove the wheel spats and clean the stub axle area. Using a magnifying glass inspect the area around the lower suspension Shock absorber lower attachment bush. Crack mounting point for signs of cracking. It may be necessary to jack up the aircraft and remove the lower shock absorber mounting bolt in order to inspect the area properly. Both axles must be checked. (b) Have the inspection checked by a BMAA / PFA Inspector and the actions recorded in the aircraft’s log book. (c) If a crack is found, ground the aircraft and contact Flybuy Ultralights Ltd. (d) If no crack is found, it is permissible to continue to fly the aircraft. Follow Up Action – This inspection is now incorporated in the Pilots Operators Handbook Issue 5 (Section 11 Inspection & Maintenance) 50 hour Inspection Interval. Position Signature Date Chief Executive 29/09/04 Production Manager 29/09/04 Engineering Design Consultant 29/09/04 Aerosport Ltd 9th January 2006 Owner’s Service Bulletin - OSB 19 Applicability - Ready Built & Kit Built Issue 1 Exhaust inspection around cockpit heater jacket. Ikarus C42 Classification – Recommended Nature of Defect –Although there have been no reports of exhausts cracking in the area of the cockpit heater jacket, it is now part of the 100 hour Inspection and Annual Inspection to remove the exhaust to carry out a detailed inspection checking for signs of cracking. Airworthiness Implications – If a crack in the exhaust occurs within the area of the heater jacket then carbon monoxide fumes will seep into the cockpit with a risk of poisoning the occupants. Aircraft Affected – All C42 ready built and kit built aircraft with total hours flown greater than 100 flying hours. Hours of Operation – Aircraft with total hours flown greater than 100 flying hours. Rectification Action Required – All affected owners must carry out the following actions within 10 flying hours or 28 days: (a) Remove the upper and lower engine cowlings. Remove the carb drip trays and air filters to gain good access to the exhaust. Remove the exhaust and then remove the heater jacket. Using a magnifying glass inspect the exhaust for signs of cracking. If necessary use an NDT dye penetrant kit to check for cracks. (b) If a crack is found, ground the aircraft and contact Aerosport Ltd. (c) If no crack is found, it is permissible to continue to fly the aircraft. Re-attach the exhaust, carb drip trays and air filters. (d) Have the inspection checked by a BMAA / PFA Inspector and the actions recorded in the aircraft’s log book. Any maintenance on the primary structure requires a duplicate inspection. Follow Up Action – This inspection is now incorporated in the Pilots Operators Handbook Issue 9 (Microlight) and Issue 6 (VLA) in Section 11 Inspection & Maintenance 100 hour and Annual Inspection Interval. The new Pilots Operators Handbook is available from Aerosport Ltd or http://www.aerosportuk.com/ Position Signature Date Chief Executive 9/1/06 Production Manager 9/1/06 Engineering Design Consultant 9/1/06 Aerosport Ltd 9th January 2006 Owner’s Service Bulletin - OSB 20 Applicability - Ready Built & Kit Built Issue 1 Installation of a cockpit carbon monoxide detector Ikarus C42 Classification – Recommended Nature of Defect –Although there have been no reports of exhausts cracking in the area of the cockpit heater jacket, it is now recommended to fit a carbon monoxide detector in the cockpit. Airworthiness Implications – If a crack in the exhaust occurs within the area of the heater jacket then carbon monoxide fumes will flow into the cockpit poisoning the occupants. The detector should give the occupants warning of rising levels of carbon monoxide. Aircraft Affected – All C42 ready built and kit built aircraft not fitted with a carbon monoxide detector. Hours of Operation – N/A. Rectification Action Required – All owners must carry out the following actions within 10 flying hours or 28 days: (a) Carbon monoxide detectors are available from many aircraft spare suppliers. Aerosport Ltd can also supply detectors which have a long lifespan and need replacing on an annual basis, costing £15.00 inc vat and carriage. (b) Fit the detector on the centre panel next to the choke and heater knob, or instrument panel where it is visible to both occupants. (c) Have the fitment checked by a BMAA / PFA Inspector and the actions recorded in the aircraft’s log book. Any maintenance on the primary structure requires a duplicate inspection. Follow Up Action – The replacement of the carbon monoxide detector varies with type fitted. The detector supplied by Aerosport Ltd needs replacing annually and is incorporated in the Pilots Operators Handbook Issue 9 (Microlight) and Issue 6 (VLA) in Section 11 Inspection & Maintenance 100 hour and Annual Inspection Interval. The new Pilots Operators Handbook is available from Aerosport Ltd or http://www.aerosportuk.com/ If owners choose to fit an alternative detector then strict adherence to the manufacturer’s instructions on replacement due to expiry dates must be followed. Position Signature Date Chief Executive 9/1/06 Production Manager 9/1/06 Engineering Design Consultant 9/1/06 Aerosport Ltd 9th January 2006 Owner’s Service Bulletin - OSB 21 Applicability - Ready Built & Kit Built Issue 1 Seat support tube rotation – Ikarus C42 Classification – Recommended Nature of Defect – The seat support tube can rotate under certain circumstances. Airworthiness Implications – If the seat support tube rotates then because the throttle stop cable is also attached to this tube it restricts the throttle movement thus preventing full power being achieved. Aircraft Affected – All C42 ready built and kit built aircraft. Hours of Operation – N/A Rectification Action Required – All owners must carry out the following actions before further flight: (a) Check that the stop cable attachment rivet is facing downwards (b) If the tube is incorrectly orientated or it can be freely rotated then ground the aircraft and contact Aerosport Ltd for the necessary grip tape pads which cost £5.00 inc VAT and carriage. (c) If the tube can be freely rotated then within 10 hours or 28 days contact Aerosport Ltd for the necessary grip tape, which costs £5.00 inc vat and carriage. (d) If fitment of the grip tape pads is required then remove the 4 bolts attaching the seat to the cockpit floor base. Working from the right hand side of the cockpit undo the throttle stop cable and rotate the seat support tube as far as possible clockwise. Attach the grip tape to the exposed section of the seat tube to both sides. Then rotate the seat tube back to it’s original position ensuring the stop cable attachment rivet is facing downwards. Re-attach the throttle stop cable and re-attach the 4 bolts securing the seat to the cockpit floor base. (e) Have the inspection checked by a BMAA / PFA Inspector and the actions recorded in the aircraft’s log book. Any maintenance on the primary structure requires a duplicate inspection. Follow Up Action – This inspection is now incorporated in the Pilots Operators Handbook Issue 9 (Microlight) or Issue 6 (VLA) in Section 11 Inspection & Maintenance 50 hour Inspection Interval. The new Pilots Operators Handbook is available from Aerosport Ltd or http://www.aerosportuk.com/ Position Signature Date Chief Executive 9/1/06 Production Manager 9/1/06 Engineering Design Consultant 9/1/06 Aerosport Ltd 16th January 2006 Owner’s Service Bulletin - OSB 22 Issue 1 Applicability - Ikarus C42 Ready Built & Kit Built Incorrect length bolts fitted to cockpit tubes Classification – Recommended. Nature of Defect – Possibility of aft spar root attachment bolts and top rear cockpit tube and aft relay tube attachment bolts fitted with load bearing on threaded section of bolt. Airworthiness Implications – Load bearing on threaded section of bolt reduces shear load capabilities of bolt and increases wear on mounting attachment. Aircraft Affected – All C42 ready built and kit built aircraft. Hours of Operation – N/A. Rectification Action Required – All owners must carry out the following actions within the next 25 hours of flying time: (a) View diagrams on next page which highlight affected bolts. (b) Remove nuts and washers (items 10 & 11) from both bolts and check that some shank is visible. If no shank is visible then the bolts must be replaced with correct length bolts. (c) Contact Aerosport Ltd for correct bolts and replacement nuts. (d) Inspect fittings for signs of wear or fretting from threaded section of bolt. Contact Aerosport Ltd if any wear is detected. (e) If the bolt length is acceptable then re-fit washers and fit new nyloc nuts, which are available from Aerosport Ltd. Re-tighten the nuts to a torque of 15Nm. Have the inspection checked by your local approved Inspector and in accordance with the regulatory requirements in your country of origin. Record the actions in the aircraft’s log books as applicable. Any maintenance on the primary structure requires a duplicate inspection before further flight. Starboard side Port side Aft spar root attachment bolt Aft spar root attachment bolt Top rear cockpit tube and aft relay tube attachment bolt Top rear cockpit tube and aft relay tube attachment bolt Follow Up Action – N/A Position Signature Date Chief Executive 16/01/06 Production Manager 16/01/06 Engineering Design Consultant 16/01/06 Aerosport Ltd 5th June 2006 Owner’s Service Bulletin - OSB 23 Issue 1 Applicability - Ikarus C42 Ready Built & Kit Built Incorrect length bolts fitted to stub axle Classification – Recommended. Nature of Defect – Possibility of load bearing on threaded section of drag link tube to stub axle connecting bolt. The bolt passes through a rose joint in the end of the drag link tube, then through an ear welded to the stub axle. Tension and compression loads on the strut result in bending loads being applied to the bolt. If such loads are applied to a threaded portion of the bolt, then bolt cracking, or fatigue failure initiated by the thread roots, are possible. Airworthiness Implications – Bolt failure could result in undercarriage collapse in the event of a hard or fast landing on rough terrain. Aircraft Affected – All C42 ready built and kit built aircraft. Hours of Operation – N/A. (No incident of failure yet reported). Rectification Action Required – To improve engineering practices all owners are recommended to carry out the following actions at the next permit renewal or scheduled maintenance interval. (a) Contact Aerosport Ltd for correct length bolts, additional washers and replacement nyloc nuts. (b) View diagram on next page which highlights affected bolt. (c) Apply the parking brake. Working on one axle at a time, remove the nyloc nut & washer from the M8 x 40mm bolt shown. Carefully remove the bolt taking care to note the quantity of any washers between the rose joint and stub axle attachment bracket. Re-assemble with the M8 x 50mm bolt, re-fitting the washers in their original position between the rose joint and stub axle attachment bracket. Fit additional washers under the nut, as required, to prevent the nut from becoming thread bound when tightened. Torque to 15Nm. (d) Repeat the procedure for the other axle. Have the replacement checked by your local approved Inspector and in accordance with the regulatory requirements in your country. Record the actions in the aircraft’s log books as applicable. Follow Up Action – N/A Position Signature Date Chief Executive 5/06/06 Production Manager 5/06/06 Engineering Design Consultant 5/06/06 Suspension strut Drag strut Stub axle attachment bracket M8 nyloc nut M8 washers M8 bolt