Technical News Sheet CT (MOTH) No 29 Issue 3

(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. ( 10) 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 rod s. (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 :1 I I( ;I : I c .. I B 1 .. 1 D 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