76-10-02 (Printed data must not be retained for future reference.)

Copyright © Cessna Aircraft Company

Page 1 of 4

Model 208 Maintenance Manual

Revision 12

76-10-02 ENGINE CONTROL RIGGING

1. General A. This section provides adjustment and rigging procedures for engine controls and associated annunciators. 2. Emergency Power Control Annunciator Light Switch Adjustment A. Adjust Emergency Power Control Annunciator Light Switch. (1) Verify engines are powered OFF. (2) Verify electrical power is applied to airplane. (3) Verify EMERGENCY POWER LEVER annunciator light remains illuminated when moving emergency power control lever through full travel range, forward of NORM gate, then back to NORM gate. NOTE: IDLE stop position is forward of NORM gate. (4) Move emergency power control lever aft of NORM gate and verify EMERGENCY POWER LEVER annunciator light extinguishes. NOTE: Normal stowed position is aft of NORM gate. (5) Adjust EMERGENCY POWER LEVER annunciator light switch, if required. (a) Remove applicable quadrant components. Refer to Control Quadrant Removal/Installation . (b) Loosen screw securing EMERGENCY POWER LEVER annunciator switch to switch plate and adjust per steps 2.A.(3) and (4). (c) Reinstall control quadrant components. Refer to Control Quadrant Removal/Installation . 3. Emergency Power Control Rigging A. Emergency Power Control Rigging Procedures (Refer to Figure 501 and Figure 502 ). NOTE: Emergency power control cable linkages must allow sufficient travel to permit fuel control unit manual override arm full travel from OFF position to MAX position. (1) The following airplanes incorporate frangible/shear wire, which is installed from the Emergency Power Lever (EPL) to the pedestal cover:

z z z z

Airplanes 20800351 and On. Airplanes 208B0920 and On. Airplanes 20800001 thru 20800350 Incorporating SK208-142. Airplanes 208B0001 thru 208B0919 Incorporating SK208-142.

(2) If installed, cut and remove the frangible/shear wire from the EPL to the pedestal cover screw. Refer to Emergency Power Lever Frangible/Shear Wire Removal/Installation in Chapter 76, Quadrant Assembly and Controls - Maintenance Practices . (3) Place emergency power control lever at maximum power position by moving emergency power control lever forward until lever stops. (a) Visually check in engine compartment and verify fuel control unit manual override arm is against maximum speed adjustment screw.

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(4) Place emergency power control lever at normal position by moving emergency power control lever aft of NORM gate until lever stops. NOTE: Aft emergency power control lever travel is limited by fuel control internal stop. Normal position is aft of NORM gate. (5) Rig emergency power control to minimum ineffective range. (a) Verify EMERGENCY POWER LEVER annunciator light is functional prior to rigging. CAUTION: Failure to position emergency power control lever in normal stowed position will result in an over temperature condition during engine start. (b) Verify emergency power control lever is in normal stowed position. (c) Perform a normal engine start. Refer to Pilot's Operating Handbook and Approved Airplane Flight Manual. (d) Beginning at IDLE position, move emergency power control lever forward of NORM gate, slowly advancing to takeoff power. 1 Verify minimum 0.25 inch ineffective range forward of NORM gate before N g begins advancing from idle. (6) Adjust emergency power control travel at fuel control unit, if required. (a) Working from within engine compartment, cut safety wire, remove cotter pin and loosen rod end jam nut at fuel control unit manual override arm. (b) Adjust emergency power control travel at fuel control unit to achieve minimum 0.25 inch ineffective range forward of NORM gate. Repeat rigging of emergency power control to minimum ineffective range . (c) Tighten rod end jam nut, install new cotter pin through bolt and nut on fuel control unit manual override arm and safety wire. Refer to Model 208 Series Illustrated Parts Catalog for cotter pin part number. (7) Return emergency control power lever securely to IDLE side of NORM gate and verify EMERGENCY POWER LEVER annunciator illuminates. (8) Return emergency power control lever to NORM position and verify EMERGENCY POWER LEVER annunciator extinguishes. (9) Shut down engine. Refer to Pilot's Operating Handbook and Approved Airplane Flight Manual. (10) If required, install MS20995CY15 or C489003 frangible/shear wire from the EPL to the pedestal cover. Refer to Emergency Power Lever Frangible/Shear Wire Removal/Installation in Chapter 76, Quadrant Assembly and Controls - Maintenance Practices . 4. Power Control Lever Reverse Gas Generator N g Pickup Adjustment A. Adjust Power Control Lever Reverse Gas Generator (N g ) Pickup (Refer to Figure 503 ). (1) Start engine, observing all operating limitations. Refer to Pilot's Operating Handbook and Approved Airplane Flight Manual. (2) Operate engine at IDLE for five minutes, allowing temperatures to stabilize. (3) Place propeller speed control lever in MAX forward position. (4) Move power control lever from IDLE, then slowly aft to REVERSE position. (a) Verify propeller RPM increases to peak, then decreases 10 RPM to 15 RPM before gas generator (N g ) begins increasing from idle. Adjust control lever reverse gas generator (N g ) pickup as required. 1 Cut and remove safety wire on reverse gas generator pickup bolt. 2 Loosen jam nut while securing generator pickup bolt. CAUTION: Reverse gas generator pickup bolt adjustment is sensitive and shall be adjusted in increments of one-eighth turn between adjustments.

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3 Rotate reverse generator pickup bolt clockwise or counterclockwise in increments of one-eighth turn to achieve a minimum torque of 900 foot-pounds at MAX REVERSE. 4 Torque jam nut while securing generator pick up bolt. 5 Safety wire reverse gas generator pickup bolt. Refer to Chapter 20, Safetying Maintenance Practices . (b) Shut down engine. Refer to Pilot's Operating Handbook and Approved Flight Manual. 5. Fuel Control Lower Idle Adjustment A. Adjust Fuel Control Lower Idle (Refer to Figure 504 ). (1) Start engine, observing all operating limitations. Refer to Pilot's Operating Handbook and Approved Flight Manual. NOTE: Low idle maximum has been approved at 55 percent for all engine configurations. NOTE: Do not allow N g to drop below 52 percent. Advance power lever as required. (a) Operate engine at idle for five minutes, allowing temperatures to stabilize. (b) Advance power lever as required to achieve 52 to 55 percent N g . (2) Position generator switch to ON and adjust electrical load to 40 Amperes. (3) Position BLEED AIR HEAT switch to ON. (4) Rotate CABIN HEAT TEMP control to full HOT. (5) Position fuel condition control lever to LOW IDLE. (6) Position power control lever to IDLE position, forward and against detent gate. (7) Verify N g is 52 percent to 55 percent. (a) If 52 percent to 55 percent N g is not achieved, adjust idle adjusting screw. 1 Cut and remove safety wire on idle adjusting screw. 2 Using and Allen key, hold idle adjusting screw securely to prevent movement and release torque on nut. CAUTION: Idle speed adjustment is sensitive and shall be adjusted in increments o one-eighth turn between idle speed checks. 3 Rotate idle speed adjusting screw clockwise or counterclockwise in increments of oneeighth turn to increase or decrease idle speed. Tighten jam nut, but do not safety wire at this time. a If idle speed remains unchanged during adjustment, FCU arm is at pickup point and must be rerigged. Refer to Power Control Forward Linkage Rigging . (8) Shut down engine. Refer to Pilot's Operating Handbook and Approved Airplane Flight Manual. (9) Torque jam nut from 20 inch-pounds to 25 inch-pounds and safety wire nut. Refer to Chapter 20, Safetying - Maintenance Practices . 6. Fuel Condition Control Lever High Idle Adjustment A. Adjust Fuel Condition Control Lever High Idle (Refer to Figure 504 ). (1) Start engine, observing all operating limitations. Refer to Pilot's Operating Handbook and Approved Airplane Flight Manual. (2) Operate at idle for five minutes, allowing temperatures to stabilize. (3) Position power control lever to IDLE. (4) Position generator to ON and adjust electrical load to 40 Amperes. (5) Position BLEED AIR HEAT switch to OFF. (6) Position fuel control lever to HIGH IDLE. (a) If 64 to 66 percent N g is not achieved, adjust high idle stop bolt. 1 Cut and remove safety wire on high idle stop bolt.

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CAUTION: Idle adjustment is sensitive and shall be adjusted in increments of oneeighth turn between idle checks. 2 Rotate high idle stop bolt, in increments of one-eighth turn, clockwise to increase or counterclockwise to decrease idle speed. Finger tighten jam nut, but do not safety wire at this time. NOTE: Adjusting the high idle stop bolt will also effect the amount of lever cushion NOTE: In order to maintain proper lever cushion, it may be necessary to adjust the nut on the upper cut off and flight idle linkage. Turning the nut clockwise w increase the idle speed, which will allow a higher idle stop and more lever cushion. (7) Shut down engine. Refer to Pilot's Operating Handbook and Approved Airplane Flight Manual. (8) Torque jam nut from 20 inch-pounds to 25 inch-pounds and safety wire nut. Refer to Chapter 20, Safetying - Maintenance Practices . 7. Propeller Speed Control Lever Adjustment A. Adjust Propeller Speed Control Lever (Refer to Figure 505 ). (1) Start engine, observing all operating limitations. Refer to Pilot's Operating Handbook and Approved Airplane Flight Manual. (2) Operate at idle for five minutes, allowing temperatures to stabilize. (3) Position propeller speed control lever to MAX PROP RPM. (4) Advance power control lever to achieve 1900 RPM. (5) Continue advancing power control lever slowly. Verify propeller governor maintains 1900 RPM, +10 or -10 RPM. (a) If 1900 RPM, +10 or -10 RPM, is not maintained, recheck propeller speed control lever rigging. Refer to Power Control Aft Linkage Rigging . (b) Return power control lever to IDLE position. (c) If propeller RPM exceeds 1900 RPM, +10 or -10 RPM, adjust propeller governor maximum RPM stop. CAUTION: Propeller governor maximum rpm stop adjustment is sensitive and shall be adjusted in increments of one-eighth turn between adjustments. 1 Cut and remove safety wire on propeller governor maximum RPM stop jam nut. 2 Using an Allen wrench, hold screw securely to prevent movement and release torque on jam nut. 3 Tighten jam nut and safety wire nut. Refer to Chapter 20, Safetying - Maintenance Practices . (d) With power lever at IDLE, move propeller speed control lever to FEATHER position. Verify propeller feathers and propeller governor speed adjusting lever contacts feather stop. Adjust cable bulkhead fittings as required. (6) Shut down engine. Refer to Pilot's Operating Handbook and Approved Airplane Flight Manual. 8. Engine Operating Limits A. Engine operating limits are provided for both PT6A-114 and PT6A-114A engines. Refer to Chapter 71, Powerplant - Adjustment/Test .

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76-10-01 (Printed data must not be retained for future reference.)

Copyright © Cessna Aircraft Company

Page 1 of 6

Model 208 Maintenance Manual

Revision 13

76-10-01 QUADRANT ASSEMBLY AND CONTROLS

1. General A. This section provides removal and installation instructions for the quadrant assembly, power control cable, fuel condition control cable, propeller speed control cable and emergency power control cable. For rigging procedures, refer to Engine Controls Rigging - Adjustment/Test . 2. Control Quadrant Removal/Installation A. Remove Control Quadrant (Refer to Figure 201 and Figure 202 ). (1) Make sure the electrical power is OFF. (2) Remove the nut and washer from the center of the elevator trim control wheel. (3) Remove the elevator trim control wheel from the airplane. (4) Remove the nut, screw, washer and support, from the pedestal structure and quadrant cover. (5) Remove screws that attach the emergency power control knob, propeller speed control lever knob, fuel condition lever knob and the flap control lever knob to their respective levers. (6) Remove each knob from its lever. (7) Remove the flap control lever knob. (a) Rotate the knob clockwise. (b) Remove knob from the airplane. (8) Remove the quadrant cover from the pedestal by removing the screw and washer. (9) Remove the friction knob, flap control lever and associated parts. (10) Disconnect the electrical wires from the go-around switch. (11) Disconnect the fuel condition control clevis, propeller speed control clevis, power control clevis and emergency power control cable by removing cotter pins, washers and clevis pins. (a) Retain all hardware, except cotter pins, for reinstallation. (12) Remove the quadrant attach screws, washers, nuts that secures the quadrant assembly. (13) Remove the quadrant assembly from the airplane. B. Install Control Quadrant (Refer to Figure 201 and Figure 202 ). (1) Set the quadrant assembly onto the pedestal and secure using quadrant attach screws, washers and nuts. (2) Connect the fuel condition control clevis, propeller speed control clevis, power control clevis and emergency power control cable clevis to control lever arms using nuts, washers and new cotter pins. Refer to Model 208 Series Illustrated Parts Catalog for cotter pin number. (3) Connect the electrical wires to the go-around switch. (4) Install friction knob, flap control lever, and associated parts. Refer to Chapter 27, Elevator Trim - Maintenance Practices .

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(5) Install the quadrant cover on the pedestal and secure using screws and washers. (6) Install the flap lever knob by rotating knob clockwise. (7) Attach the emergency power control knob, propeller speed control lever knob, fuel condition lever knob and the flap control lever knob to their respective levers using screws. (8) Set the support to the pedestal structure and quadrant cover and secure using screw, washer and nut. (9) Attach the elevator trim control wheel using washer and nut. 3. Power Control Cable Removal/Installation A. Remove Power Control Cable (Refer to Figure 202 ). (1) Open the upper cowling doors. (2) In the cockpit. remove the carpet and upholstery panels as required to access the cable retention area aft of the control pedestal and at the cabin side of the firewall where the control cables route. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation and Chapter 25, Cabin Upholstery Maintenance Practices . (3) Get access to power control cable connection at power control lever located inside control pedestal. Refer to Control Quadrant Removal/Installation . (4) In engine compartment, loosen jam nuts, at power control cable bracket and fuel control unit. (5) Remove the cotter pin, washer and clevis pin from power control clevis and disconnect cable. (6) Remove power control clevis and jam nut. (7) Cut and remove the safety wire, cotter pin, nut, washers, retaining washer, spacer and lever arm bolt, from lever arm. (a) Retain hardware, except cotter pin, for reinstallation. (8) Cut and remove the tie straps and remove the cabin side power control jam nut. (9) Withdraw and remove the power control cable from the cabin by pulling through to the engine compartment. B. Install Power Control Cable (Refer to Figure 202 ). (1) Insert the power control cable through the hole in the firewall and route to the pedestal in the cabin. (a) Install jam nut over power control cable in cabin area. (2) Put the power control cable through the power control cable bracket and connect it and the cable rod end to the lever arm using bolt, spacer, washers, retaining washer, and nut. Do not install cotter pin, or safety wire at this time. (3) Tighten the jam nuts using your fingers. (4) In the cabin, route power control cable up through pedestal structure to the control quadrant. (5) Connect the power control cable clevis to the power lever arm in the quadrant assembly and secure using clevis pin, washer, and new cotter pin. Refer to Model 208 Series Illustrated Parts Catalog for cotter pin part number. (6) Tighten jam nut and install tie-straps. (7) Adjust the power control linkage. Refer to Engine Control Rigging - Adjustment/Test .

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(8) Tighten jam nuts, install new cotter pin and safety wire nut. Refer to Model 208 Series Illustrated Parts Catalog for cotter pin part number. (9) Install previously removed carpet and upholstery panel. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation and Chapter 25, Cabin Upholstery - Maintenance Practices . (10) Close upper cowling. 4. Fuel Condition Control Cable Removal/Installation A. Remove Fuel Condition Control Cable (Refer to Figure 202 ). (1) Open the upper cowling doors. (2) In the cockpit, remove the carpet and upholstery panel as required to access the cable retention area aft of control pedestal and at cabin side of firewall where control cables route. Refer to Chapter 6, Access Plates and Panels Identification Description and Operation and Chapter 25, Cabin Upholstery - Maintenance Practices . (3) Cut the tie straps and remove the cabin side fuel condition control cable jam nut. (4) Get access to the fuel condition control cable connection at the fuel condition control lever inside control pedestal. Refer to Control Quadrant Removal/Installation . (5) Remove the cotter pin, washer and clevis pin from the fuel condition control clevis. (6) Disconnect the fuel condition control cable and remove the fuel condition control clevis and jam nut. (7) In engine compartment, remove the screw and washer securing fuel condition control cable the to fuel condition control bracket. (8) Cut and remove the safety wire and remove the cotter pin, nut, washers, retaining washer, and lever arm bolt, to disconnect fuel the condition control cable rod end the from lever arm. (a) Retain all hardware, except the cotter pin, for reinstallation. (9) Withdraw and remove through to engine compartment. Remove the fuel condition control cable. B. Install Fuel Condition Control Cable (Refer to Figure 202 ). (1) Insert the fuel condition control cable, through the hole in firewall and route to the pedestal in the cabin. Install jam nut over cable in cabin area. (2) Attach the fuel condition control cable to the fuel condition control cable bracket, using washer and screw. (3) Connect the fuel condition control cable and rod end to the lever arm, using bolt, washers, retaining washer, and nut. Do not install cotter pin or safety wire at this time. (4) In the cabin, route fuel condition control cable up through pedestal structure to quadrant. (5) Connect the fuel condition control clevis to the fuel condition control lever arm in quadrant assembly and secure using a clevis pin, washer, and new cotter pin. (6) Tighten jam nut and install tie straps. (7) Adjust the fuel condition control linkage. Refer to Engine Control Rigging Adjustment/Test . (8) Tighten jam nuts, install new cotter pin and safety wire nut. Refer to Model 208 Series Illustrated Parts Catalog for cotter pin part number.

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(9) Install previously removed carpet and upholstery panel. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation and Chapter 25, Cabin Upholstery - Maintenance Practices . (10) Close upper cowling. 5. Propeller Speed Control Cable Removal/Installation A. Remove Propeller Speed Control Cable (Refer to Figure 202 ). (1) Open the upper cowling doors. (2) In the cockpit, remove carpet and upholstery panels as required to access the cable retention area aft of control pedestal and at cabin side of firewall where the control cables route through. Refer to Chapter 6, Access Plates and Panels Identification Description and Operation and Chapter 25, Cabin Upholstery - Maintenance Practices . (3) Cut tie straps and remove the cabin side propeller speed control cable jam nut. (4) Get access to propeller speed control cable connection, at the propeller speed control lever inside the control pedestal. Refer to Control Quadrant Removal/Installation . (5) Remove the cotter pin, washer and clevis pin from the propeller speed control clevis and disconnect the cable. (6) Remove the power control clevis and jam nut. (7) In the engine compartment, loosen the jam nuts, on the propeller speed control cable bracket, at the propeller governor. (8) Cut and remove the safety wire and remove the cotter pin, nut, retaining washers and, washers, spacer and lever arm bolt, to disconnect propeller speed control cable, rod end, from lever arm. (a) Retain hardware, except cotter pin, for reinstallation. (9) Remove the remaining clamps securing the propeller speed control cable to the engine as required. (10) Withdraw and remove the propeller speed control cable from the cabin by pulling through the fire wall to the engine compartment. B. Install Propeller Speed Control Cable (Refer to Figure 202 ). (1) Put the propeller speed control cable through the hole in the firewall and route to the pedestal in the cabin. Install a jam nut, over the propeller speed control cable, in the cabin area. (2) Put the propeller speed control cable, through the propeller speed control bracket and connect the propeller speed control cable rod end to the lever arm using the lever arm bolt, spacer, retaining washer, washers, and nut. Do not install the cotter pin or safety wire at this time. (3) Tighten the jam nuts with finger pressure. (4) In the cabin, route the propeller speed control cable, up through the pedestal structure to the quadrant. (5) Connect the propeller speed control cable clevis, to the propeller speed lever arm in the quadrant assembly and secure with a clevis pin, washer, and new cotter pin. Refer to Model 208 Series Illustrated Parts Catalog for cotter pin, part number. (6) Tighten the jam nut and install the tie straps. (7) Adjust the propeller speed control linkage. Refer to Engine Control Rigging Adjustment/Test .

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(8) Install previously removed clamps. Tighten jam nuts, install new cotter pin and safety wire nut. Refer to Model 208 Series Illustrated Parts Catalog for cotter pin, part number. (9) Install previously removed carpet and upholstery panel. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation and Chapter 25, Cabin Upholstery - Maintenance Practices . (10) Close upper cowling. 6. Emergency Power Control Cable Removal/Installation A. Remove Emergency Power Control Cable (Refer to Figure 202 ). (1) Open upper cowling doors. (2) In the cockpit, remove carpet and upholstery panels as required to access the cable retention area aft of control pedestal and at cabin side of firewall where control cables route. Refer to Chapter 6, Access Plates and Panels Identification Description and Operation and Chapter 25, Cabin Upholstery - Maintenance Practices . (3) Cut the tie straps and remove cabin side emergency power control cable jam nut. (4) Get access to emergency power control cable connection at emergency power control lever inside control pedestal. Refer to Control Quadrant Removal/Installation . (5) Remove cotter pin, washer and clevis pin, from emergency power control clevis and disconnect cable. (6) Remove the emergency power control clevis and jam nut. (7) In engine compartment, cut safety wire and remove nuts, inner bracket and outer bracket that secures the emergency power control cable. (8) Cut and remove the safety wire and remove cotter pin, nut, retaining washer, washers, lever arm bolt and (Airplanes 20800131 and On and 208B0087 and On) remove bushing. (a) Retain hardware, except cotter pin, for reinstallation. (9) Disconnect emergency power control cable and rod end, from manual override arm. (10) Withdraw and remove the emergency power control cable, from cabin, by pulling through the firewall to the engine compartment. B. Install Emergency Power Control Cable (Refer to Figure 202 ). (1) Put the emergency power control cable, through the hole in the firewall and route to pedestal in cabin. Install jam nut over emergency power control cable, in cabin area. (2) Attach the emergency power control cable, to inner bracket and outer bracket using nuts. Safety wire nuts. (3) Connect the emergency power control cable and rod end, to manual override arm, using lever arm bolt, retaining washer, washers, nut and (Airplanes 20800131 and On and 208B0087 and On) install bushing. Do not install cotter pin or safety wire this time. (4) In the cabin, route the emergency power control cable, up through the pedestal structure to the quadrant. (5) Connect the emergency power control cable clevis, to the emergency power control lever arm in quadrant assembly and secure using clevis pin, washer, and new cotter pin. Refer to Model 208 Series Illustrated Parts Catalog for cotter pin part number. (6) Tighten jam nut and install tie straps. (7) Tighten jam nuts and, install new cotter pin and safety wire nut. Refer to Model 208

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Series Illustrated Parts Catalog for cotter pin part number. (8) Install previously removed carpet and upholstery panel. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation and Chapter 25, Cabin Upholstery - Maintenance Practices . (9) Adjust the emergency power control linkage. Refer to Engine Control Rigging Adjustment/Test . (10) Close the upper cowling. 7. Emergency Power Lever Frangible/Shear Wire Removal/Installation A. Remove Frangible/Shear Wire (Refer to Figure 203 ). NOTE: If the frangible/shear wire is missing or broken, determine if engine limitations have been exceeded. If so, perform all engine maintenance actions required by the Pratt & Whitney Maintenance Manual, Chapter 7100. (1) The following airplanes incorporate frangible/shear wire, which is installed from the Emergency Power Lever (EPL) to the pedestal cover:

z z z z

Airplanes 20800351 and On. Airplanes 208B0920 and On. Airplanes 20800001 thru 20800350 Incorporating SK208-142. Airplanes 208B0001 thru 208B0919 Incorporating SK208-142.

(2) Make sure the engine is not running. (3) Cut and remove the frangible/shear wire. B. Install Frangible/Shear Wire (Refer to Figure 203 ). (1) If the wire was found to be broken and engine limitations have been exceeded, then perform all engine maintenance actions required by the engine maintenance manual. Refer to the Pratt & Whitney Maintenance Manual, Chapter 71-00. (2) Make sure the EPL is in the normal position. (3) Cut to length one MS20995CY15 or C489003 frangible/shear wire. (4) Install the wire from the EPL to the pedestal cover screw, using the double-twist method.

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76-10-03 (Printed data must not be retained for future reference.)

Copyright © Cessna Aircraft Company

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Model 208 Maintenance Manual

Revision 10

76-10-03 PT6A-114/-114A ENGINE RIGGING

1. Rig Engine CAUTION: The propeller reversing linkage will be damaged if the power lever is moved aft of the idle position with the engine not running and the propeller in feather. A. Power Control Forward Linkage Rigging (1) Refer to Figure 501 , disconnect the push-pull cable rear clevis from the propeller reversing cam.

76-10-03 Figure 501 PUSH-PULL CABLE REAR CLEVIS (2) Refer to Figure 502 , disconnect the propeller governor interconnect rod from the governor air bleed link.

76-10-03 Figure 502 PROPELLER GOVERNOR INTERCONNECT ROD (3) Refer to Figure 502 , disconnect the push-pull cable front terminal from the propeller reversing lever. (4) Pull the propeller push-pull cable forward to insure that the push-pull control terminal is against the internal stop of the low pitch adjuster stop. The collar should be visible through holes in the low pitch adjuster stop. Cable travel should be approximately 1.00 to 1.25 inches. Travel is measured by pushing the push-pull cable aft against the stop. Place a piece of masking tape on the push-pull cable at the low pitch adjuster stop. Pull the push-pull cable forward against the stop and measure the distance from the forward edge of the low pitch adjuster stop to the aft edge of the masking tape. To obtain the approximate 1.00 to 1.25 inches travel on the wire rope terminal, screw the locknut onto the adjuster stop and finger tighten only. Adjust at

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the low pitch adjuster stop (Refer to Figure 502 ) to obtain correct travel. NOTE: The locknut must be tightened and fastened with lockwire after final adjustments. NOTE: Adjustment is not routinely necessary. (5) Reconnect front terminal to reversing lever. Ensure small bushing is installed between terminal and lever. (6) The rear of the Beta Valve clevis slot end should be flush with the front face of the cap nut ( Detail A of Figure 502 ). NOTE: If surging is encountered during flight test, adjust the slot end FORWARD approximately 1/32 inch. To adjust, proceed as follows: (a) To adjust the slot FORWARD, turn the low pitch stop adjuster CLOCKWISE as viewed from the front of the airplane. To adjust the slot AFT turn the low pitch stop adjuster COUNTERCLOCKWISE. NOTE: The low pitch adjuster as an assembly, is completely free to rotate, thus by itself makes no adjustment to amount of travel of the cable. 1 With the safety wire cut. 2 Loosen the locknut. 3 Hold the low pitch adjuster stop. (b) Torque low pitch adjuster locknut 150 - 200 inch pounds and lockwire. (7) Pull the propeller reversing lever forward. Refer to Figure 503 .

76-10-03 Figure 503 PROPELLER REVERSING LEVER (8) Hold the fuel governor air bleed link on the max forward stop. (9) Adjust the propeller governor interconnect rod until the retaining bolt aligns with the outer hole of the governor air bleed link. (10) Shorten the interconnect rod one-half turn and reconnect. (11) Torque locknut 32 to 36 inch pounds and lockwire. (12) Move the cambox input lever into the forward power range. (13) Pull the propeller reversing cam firmly aft. (14) Maintaining forward pressure on the rear terminal to remove slack, adjust until hole in the rear clevis aligns with the middle hole in the propeller reversing cam. (15) Lengthen clevis one-half turn and reconnect. Do not install washer and cotter pin. Check for thread engagement in witness hole. (16) Move the power lever from IDLE to MAX POWER checking for free movement and cushion. Cushion should be one-eighth to one-quarter inch. B. Power Control Aft Linkage Rigging (1) Referring to Figure 504 , disconnect the power cable rod end at the cambox input lever and push the propeller reversing cam forward firmly.

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76-10-03 Figure 504 POWER CABLE ATTACH (2) Move the cambox input lever COUNTERCLOCKWISE as far as possible without the reversing cam moving. This should allow the cam follower pin to rest in the track point of the reversing cam. ( Detail A ) (3) With the setting as in step 2, check that the cambox lever is approximately in the 8 o'clock position. Adjustments should be made by removing the input lever and relocating on the serrated shaft. NOTE: Adjustments are not routinely necessary. (4) Keeping the power lever cable rod end disconnected from the input lever, move the pedestal lever from IDLE to MAX POWER to IDLE assuring that there is no binding. (5) Set the pedestal lever at IDLE and apply the friction lock. (6) Maintaining forward pressure on the propeller reversing cam, align the rod end with the outer hole in the cambox input lever and connect the rod end to the lever. (7) Release the friction lock and move the pedestal lever from IDLE to MAX POWER to IDLE making sure that the cam returns to track point. (8) Place the fuel condition lever in CUTOFF.

76-10-03 Figure 505 INTERCONNECT ROD (9) Refer to Figure 505 , assure that the forward end of the interconnect rod is installed in the top hole of the FCU actuating lever. (10) Disconnect the interconnect rod from the FCU arm. (11) Lift the FCU arm gently CLOCKWISE until the pickup point is felt. The FCU arm should be approximately 20 degrees below horizontal. NOTE: To reset FCU arm position, mark the FCU arm and serrated spacer with a marker pen. Loosen the FCU arm extension and adjust the serrated spacer. There are 24 serrations on the inner face of the spacer and 25 on the outer face. (a) There should be approximately 0.030 inch clearance between the cam follower pin and the FCU actuating lever.

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(b) There should be 0.060 to 0.100 inch clearance between the flat on the interconnect rod and the FCU arm extension. (12) Refer to Figure 505 , adjust the interconnect rod until the hole in the rod end aligns with the inner hole of the FCU arm. (13) Lengthen the interconnect rod an additional two turns and connect to the FCU arm. (14) Lift the FCU arm CLOCKWISE until the pick-up point is felt. Check the following: (a) There should be approximately 0.030 inch clearance between the cam follower pin and the FCU actuating lever. (b) There should be 0.060 to 0.100 inch clearance between the flat on the interconnect rod and the FCU arm extension. NOTE: If necessary, rotate the rod until the flat surface is parallel with the FCU arm extension. Adjust the FCU arm per the NOTE SECTION of step 11 and repeat steps 12 through 14.

76-10-03 Figure 506 GAS GENERATOR PICKUP SCREW (15) Adjust the reverse gas generator pick-up screw (Refer to Figure 506 ) until the end is flush with the FCU actuating lever. (16) Move the pedestal power lever from IDLE to MAX POWER. Check the following: (a) No binding is present throughout travel. (b) Refer to Figure 507 , check that the FCU max power stop is contacted with the power lever in MAX POWER. (c) The cam follower pin is not bottomed out in the slot of the propeller reversing cam. (d) One-eighth inch gap (cushion) at the pedestal slot.

76-10-03 Figure 507 FCU MAX POWER STOP

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76-10-03 Figure 508 REAR CLEVIS/CAM FOLLOWER PIN (17) Refer to Figure 508 , disconnect the rear clevis. Move the power lever from IDLE to MAX REVERSE and observe the following: (a) No binding is present throughout travel. (b) The cam follower pin is not bottomed out in the slot of the propeller reversing cam. (c) One-eighth inch gap (cushion) at the pedestal slot. (18) Return the power lever to the IDLE position; reconnect the clevis and safety. C. Fuel condition lever linkage rigging

76-10-03 Figure 509 FUEL CUTOFF LEVER (1) Refer to Figure 509 , place the fuel cutoff lever in CUTOFF. (2) Set the cockpit fuel condition lever in CUTOFF. Allow one-eighth to one-quarter inch cushion. (3) With the cutoff lever in CUTOFF, align the cable terminal with the hole in the fuel cutoff lever and connect. (4) Move the cockpit fuel condition lever from CUTOFF to HIGH and back to CUTOFF to insure there is no binding. (5) Move the cockpit lever to LOW IDLE. The fuel cutoff lever should be approximately vertical as shown in Figure 509 . Adjust the output terminal or engine bracket attach bulkhead fittings as required. NOTE: Assure that the fuel cutoff lever is against the hard stop on the FCU when the cockpit control lever is in CUTOFF. D. Propeller Speed Control Lever Linkage Rigging (1) Place the cockpit propeller speed control lever in the maximum forward position.

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76-10-03 Figure 510 MAXIMUM RPM STOP (2) Refer to Figure 510 , hold the propeller governor speed adjusting lever against the maximum RPM stop. (3) Align the propeller cable terminal rod end with the speed adjusting lever. Connect and safety. (4) Adjust cable mounting bracket fittings on the reduction gearbox flange to obtain oneeighth to one-quarter inch cushion at the cockpit propeller speed control lever maximum RPM position. (5) Move the propeller speed control lever through its full range of travel and check the following: (a) Ensure the propeller governor speed adjusting lever contacts the feather stop and the maximum RPM stop. (b) No binding is present. (6) If either or both stops are not contacted, proceed as follows:

76-10-03 Figure 511 FEATHER STOP ADJUSTMENT (a) Refer to Figure 511 , remove safety-wire from the lever retaining bolt. (b) Remove lever and keep the lower lever in hard contact with the feather stop. (c) Reinstall the speed adjusting lever on the serrated shaft so that it aligns with the boss on top of the governor body. (d) Repeat step 5. If satisfactory, reinstall the lever retaining screw and safety-wire. (e) If unsatisfactory, readjust position and repeat step 5. NOTE: Serrations will relocate lever position in increments of 5 degrees. NOTE: After completion of rigging of the engine, refer to Chapter 71, Powerplant Adjustment/Test for engine run rig checks and additional adjustments.

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Copyright © Cessna Aircraft Company

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Model 208 Maintenance Manual

Revision 10

71-00-01 POWER PLANT

1. General A. This adjustment/test procedure outlines individual procedures to guide maintenance personnel for operating and adjusting an engine. Procedures described are not necessarily in maintenance sequence; select an individual or group of procedures to meet the maintenance requirement. B. For engine power lever and control rigging, refer to Chapter 76, Engine Control Rigging - Adjustment/Test . 2. Engine Operating Limits A. The following limitations shall be observed during testing. If at any time the limits are exceeded, immediately shut down the engine by placing the throttle at flight idle and the fuel condition lever in cutoff. (1) For limits during engine adjustment and testing, refer to Figure 501 , Engine Operating Limits, and Table 501 and Table 502 . z z z z z z z z z z z z

Table 501. PT6A-114 Engine Operating Limits POWER SETTING

PROPELLER OIL OIL TEMP TORQUE MAXIMUM GAS ITT °C GENERATOR RPM PRESSURE °C (5) FOOTRPM % N g PSIG (2) POUNDS (8) (1) (9)

SHAFT HORSE POWER (7)

Takeoff

1980

805

101.6

1900

85 to 105

10 to 99

600

Maximum Climb

1980

765

101.6

1900

85 to 105

0 to 99

600

Maximum Cruise

1980

740

101.6

1900

85 to 105

0 to 99

600

685

52 to 54 (Minimum)

40 (minimum)

-40 to 99

Idle Maximum Reverse (3)

1980

805

101.6

1825

85 to 105

0 to 99

Transient

2400 (10)

900 (4)

102.6 (4)

2090 (11)

85 to 105

104 (12)

Starting

1090 (4)

600

-40

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(13) Maximum 1980 Continuous (6)

805

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(minimum) 101.6

1900

85 to 105

10 to 99

600

1. For every 10°C (18°F) below -30°C (-22°F) ambient temperature, reduce maximum allowable N g by 2.2%. Normal oil pressure is 85 to 105 PSI at gas generator speeds above 72% with oil temperature between 60°C and 70°C (140°F and 185°F). Oil pressure below 85 PSI is undesirable and should be tolerated only for completion of the flight, preferably at a reduced power setting. Oil pressure below normal should be reported as an engine discrepancy and should be corrected before the next takeoff. Oil pressures below 40 PSI are unsafe and require that either the engine be shut down or a landing be made as soon as possible using the minimum power required to sustain flight. Minimum oil pressure above 27,000 N g is 85 PSI. Reverse power operation is limited to one minute. These values are time limited to five seconds. For increased oil service life, an oil temperature below 80°C (176°F) is recommended. A minimum oil temperature of 55°C (130°F) is recommended for fuel heater operation at takeoff power. Use of this rating is intended for abnormal situations (i.e., maintain altitude or climb out of extreme icing or windshear conditions). The maximum allowable SHP is 600. Less than 600 SHP is available under certain temperature and altitude conditions as reflected in the takeoff, climb and cruise performance charts. If maximum torque is used, set N p so as to not exceed power limitations. 100% N g is 37,500 RPM. These values are limited to 20 seconds. If propeller governor fails toward overspeed, permissible to complete a flight with propeller control via overspeed governor (on engines so equipped) provided this limit is not exceeded. Maximum permissible transient oil temperature is 104°C (219°F) for 10 minutes. Investigate starting temperatures above 850°C (1562°F) for cause. z z z z z z z z z z z z

Table 502. PT6A-114A Engine Operating Limits POWER SETTING

PROPELLER OIL OIL TEMP TORQUE MAXIMUM GAS ITT °C GENERATOR RPM PRESSURE °C (5) FOOTRPM % N g PSIG (2) POUNDS (8) (1) (9)

SHAFT HORSE POWER (7)

Takeoff

1980

805

101.6

1900

85 to 105

10 to 99

675

Maximum

1980

765

101.6

1900

85 to 105

0 to 99

675

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Climb Maximum Cruise

1980

Idle

740

101.6

685

52 to 54 (Minimum)

1900

85 to 105

0 to 99

675

40 (minimum)

-40 to 99

Maximum Reverse (3)

1980

805

101.6

1825

85 to 105

0 to 99

Transient

2400 (10)

900 (4)

102.6 (4)

2090 (11)

85 to 105

104 (12)

Starting

1090 (4) (13)

Maximum 1980 Continuous (6)

805

675

-40 (minimum) 101.6

1900

85 to 105

10 to 99

675

1. For every 10°C (18°F) below -30°C (-22°F) ambient temperature, reduce maximum allowable N g by 2.2%. Normal oil pressure is 85 to 105 PSI at gas generator speeds above 72% with oil temperature between 60°C and 70°C (140°F and 185°F). Oil pressure below 85 PSI is undesirable and should be tolerated only for completion of the flight, preferably at a reduced power setting. Oil pressure below normal should be reported as an engine discrepancy and should be corrected before the next takeoff. Oil pressures below 40 PSI are unsafe and require that either the engine be shut down or a landing be made as soon as possible using the minimum power required to sustain flight. Minimum oil pressure above 27,000 N g is 85 PSI. Reverse power operation is limited to one minute. These values are time limited to five seconds. For increased oil service life, an oil temperature below 80°C (176°F) is recommended. A minimum oil temperature of 55°C (130°F) is recommended for fuel heater operation at takeoff power. Use of this rating is intended for abnormal situations (i.e., maintain altitude or climb out of extreme icing or windshear conditions). The maximum allowable SHP is 675. Less than 675 SHP is available under certain temperature and altitude conditions as reflected in the takeoff, climb and cruise performance charts. If maximum torque is used, set N p so as to not exceed power limitations. 100% N g is 37,500 RPM. These valves are limited to 20 seconds. If propeller governor fails toward overspeed, permissible to complete a flight with propeller control via overspeed governor (on engines so equipped) provided this limit is not exceeded. Maximum permissible transient oil temperature is 104°C (219°F) for 10 minutes. Investigate starting temperatures above 850°C (1562°F) for cause. 3. 600 SHP Engine (PT6A-114) Acceleration Check A. Acceleration Check (Refer to Figure 502 ). (1) Before any adjustments are made to the acceleration adjuster dome. Mark acceleration dome and fuel control unit with a marker pen to establish an initial reference point. (2) Start engine in accordance with Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Operate engine at idle for five minutes to allow temperatures to stabilize. (3) Slowly advance power lever to obtain take off power (1900 RPM and 1658 footpounds torque). Record percent N g at takeoff power and mark power lever position on pedestal.

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(4) Reduce power to idle. (5) Compute 97.5 percent N g recorded previously. (6) Set power lever to obtain 63 percent N g . (7) Move power lever rapidly from 63 percent N g to position marked on pedestal cover for takeoff power, and record time to obtain 97.5 percent takeoff N g as previously computed. As soon as 97.5 percent of takeoff N g is achieved, retard power lever to idle to preclude and overtorque condition. (8) Acceleration time should fall within limits shown in Figure 503 . If not, rotate acceleration adjuster dome one click at a time until requirement is met. Rotate dome clockwise to increase acceleration rate. Do not exceed three clicks. Lockwire adjuster dome. (Refer to Figure 502.) 4. 675 SHP Engine (PT6A-114A) Acceleration Check A. Acceleration Check (Refer to Figure 502 and Figure 503 ). (1) Before any adjustments are made to the acceleration adjuster dome. Mark acceleration dome and fuel control unit with a marker pen to establish an initial reference point. (2) Start engine in accordance with Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Operate engine at idle for five minutes to allow temperatures to stabilize. (3) Slowly advance power lever to obtain take off power (1900 RPM and 1865 footpounds torque). Record percent N g at takeoff power and mark power lever position on pedestal. (4) Reduce power to idle. (5) Compute 97.5 percent N g recorded in step (2). (6) Set power lever to obtain 63 percent N g . (7) Move power lever rapidly from 63 percent N g to position marked on pedestal cover for takeoff power, and record time to obtain 97.5 percent takeoff N g as previously computed. As soon as 97.5 percent of takeoff N g is achieved, retard power lever to idle to preclude an overtorque condition. (8) Acceleration time shall fall within limits shown in Figure 503 . If not, rotate acceleration adjuster dome one click at a time until requirement is met. Rotate dome clockwise to increase acceleration rate. Do not exceed three clicks. Lockwire adjuster dome.

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Copyright © Cessna Aircraft Company

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Model 208 Maintenance Manual

Revision 8

20-10-20 SAFETYING

1. General A. Lockwire. (1) Inconel (Uncoated), Monel (Uncoated). (a) Used for general lock wiring purposes. Lock wiring is the application of wire to prevent relative movement of structural or other critical components subjected to vibration, tension, torque, etc. Monel to be used at temperatures up to 700°F and inconel to be used at temperatures up to 1500°F. Identified by the color of the finish, monel and inconel color is natural wire color. (2) Copper, Cadmium Plated and Dyed Yellow in Accordance with FED-STD 595. (a) This will be used for shear and seal wiring applications. Shear applications are those where it is necessary to purposely break or shear the wire to permit operation or actuation of emergency devices. Seal applications are those where the wire is used with a lead seal to prevent tampering or use of a device without indication. Identified by the color of the finish, copper is dyed yellow. (3) Aluminum Alloy (Alclad 5056), Anodized and Dyed Blue in Accordance with FED-STD 595. (a) This wire will be used exclusively for safety wiring magnesium parts. NOTE: Surface treatment which obscures visual identification of safety wire is prohibited. B. Cotter Pin. (1) The selection of material should be in accordance with temperature, atmosphere and service limitations. C. Locking Clips. (1) Used to safety turnbuckles. 2. Safety Wire A. Wire Size. (1) The size of the wire should be in accordance with the requirements of Table 201. z z

Table 201. Safety Wire Types and Corresponding MS Numbers MATERIAL Ni-Cu Alloy (Monel) Ni-Cr-Fe Alloy (Inconel) Carbon Steel Corrosion Resistant Steel Aluminum Alloy (Blue) Copper (Yellow)

NC20

C15

CY15

NUMBER (MS20995-XXX) NC32 NC40 N40

NC51

NC91

N51

N91

N20

N32

F20 C20

F32 C32

F41 C41

F47 C47

F91 C91

AB20

AB32

AB41

AB47

AB91

CY20

{

Example of Part Numbers: MS20995 CY20 = Copper, Shear or Seal Wire, 0.020 inch Diameter MS20995 AB32 = Aluminum Alloy, Anodized, 0.032 inch Diameter

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NOTE 1: The dash numbers indicate wire material and diameter in thousandths of an inch. (a) 0.032 inch minimum diameter for general purpose lock wiring except that 0.020 inch diameter wire may be used on parts having a nominal hole diameter of less than 0.045 inch; on parts having a nominal hole diameter between 0.045 inch and 0.062 inch with spacing between parts of less than two inches; or on closely spaced screws and bolts of 0.25 inch diameter and smaller. (b) 0.020 inch diameter copper wire should be used for shear and seal wire applications. (c) When employing the single wire method of locking the largest nominal size wire for the applicable material or part which the hole will accommodate should be used. 3. Lockwire Installation A. Method (Refer to Figure 201 ). (1) The double-twist method of lock wiring should be used as the common method of lock wiring. The single wire method of lock wiring may be used in a closely spaced, closed geometrical pattern (triangle, square, circle, etc.), on parts in electrical systems, and in places that would make the single wire method more advisable. Closely spaced should be considered a maximum of two inches between centers. CAUTION: Screws in closely spaced geometric patterns which secure hydraulic or air seals, hold hydraulic pressure, or used in critical areas, should use the double-twist method of lock wiring. (2) Use single copper wire method for shear and seal wiring application. Make sure that the wire is so installed that it can easily be broken when required in an emergency situation. For securing emergency devices where it is necessary to break the wire quickly, use copper wire only. B. Spacing. (1) When lock wiring widely spaced multiple groups by the double-twist method, three units should be the maximum number in a series. (2) When lock wiring closely spaced multiple groups, the number of units that can be lockwired by a twenty-four inch length of wire should be the maximum number in a series. (3) Widely spaced multiple groups should mean those in which the fastenings are from four to six inches apart. Lockwiring should not be used to secure fasteners or fittings which are spaced more than six inches apart, unless tie points are provided on adjacent parts to shorten the span of the lockwire to less than six inches. C. Tension. (1) Parts should be lock wired to put tension on lock wires when the parts tend to loosen. The lockwire should always be installed and twisted so the loop around the head stays down and does not tend to come up over the bolt head and leave a slack loop. NOTE: This does not necessarily apply to castellated nuts when the slot is close to the top of the nut; the wire will be more secure if it is made to pass along the side of the stud. (2) Care should be exercised when installing lockwire, to ensure it is tight but not overstressed. D. Usage. (1) A pigtail of 0.25 to 0.50 inch (three to six twists) should be made at the end of the wiring. This pigtail should be bent back or under to prevent it from becoming a snag. (2) Safety wire (lockwire) should be new upon each application. (3) When castellated nuts are to be secured with lockwire, tighten the nut to the low side of the selected torque range unless otherwise specified, and, if necessary, continue tightening until a slot aligns with the hole. (4) In blind tapped hole applications of bolts or castellated nuts on studs, lock wiring should be as described in these instructions.

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(5) Hollow head bolts are safetied in the manner prescribed for regular bolts. (6) Drain plugs and cocks may be safetied to a bolt, nut or other part having a free lock hole in accordance with the instructions described in this text. (7) External snaprings may be locked if necessary in accordance with the general locking principles as described and illustrated. Internal snaprings should not be lock wired. (8) When locking is required on electrical connectors which use threaded coupling rings, or on plugs which employ screws or rings to fasten the individual parts of the plug together, they should be lock wired with 0.020 inch diameter wire in accordance with the locking principles as described and illustrated. It is preferable to lock wire all electrical connectors individually. Do not lock wire one connector to another unless it is necessary to do so. (9) Drilled head bolts and screws need not be lock wired if installed into self-locking nuts or installed with lockwashers. Castellated nuts with cotter pins or lockwire are preferred on bolts or studs with drilled shanks, but self-locking nuts are permissible within the limitations of MS33588. (10) Lockwire shall not be used to secure or be dependent on fracture as the basis for operation of emergency devices such as handles, switches, guards covering handles, etc., that operate emergency mechanisms such as emergency exits, fire extinguishers, emergency cabin pressure release, emergency landing gear release and the like. However, where existing structural equipment or safety-of-flight emergency devices require shear wire to secure equipment while not in use, but which are dependent on shearing or breaking of the lockwire for successful emergency operation of equipment, particular care should be exercised to assure that lock wiring under these circumstances will not prevent emergency operations of these devices. 4. Cotter Pin Installation A. General instruction for the selection and application of cotter pins (refer to Figure 202 ). (1) Select cotter pin material in accordance with temperature, atmosphere and service limitations. Refer to Table 202 . (2) Cotter pins should be new upon each application. (3) When nuts are to be secured to the fastener with cotter pins, tighten the nut to the low side (minimum) of the applicable specified or selected torque range, unless otherwise specified, and if necessary, continue tightening until the slot aligns with the hole. In no case should the high side (maximum) torque range be exceeded. (4) Castellated nuts mounted on bolts may be safetied with cotter pins or lockwire. The preferred method is with the cotter pin bent parallel to the axis of the bolt. The alternate method, where the cotter pin is mounted normal to the axis of the bolt, may be used when the cotter pin in the preferred method is apt to become a snag. Table 202. Cotter Pin Material MATERIAL TEMPERATURE MS24665 Cotter Pins Ambient Temperature up to Carbon Steel 460°F MS24665 Cotter Pins Ambient Temperature up to Corrosion Resistant 800°F Steel

SERVICE Normal atmosphere cotter pins contacting cadmium plated bolts or nuts. Non magnetic requirements cotter pins contacting corrosion resistant steel bolts or nuts in a corrosive atmosphere.

(5) In the event when more than 50 percent of the cotter pin diameter is above the nut castellation, a washer should be used under the nut or a shorter fastener should be used. A maximum of two washers may be permitted under a nut. (6) The largest nominal diameter cotter pin (listed in MS24665) which the hole and slots will accommodate should be used; but in no application to a nut, bolt or screw should the pin size be less than the sizes described in Figure 202 . (7) Install the cotter pin with the head firmly in the slot of the nut, with the axis of the eye

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at right angles to the bolt shank. Bend prongs so the head and upper prong are firmly seated against the bolt. (8) In the pin applications, install the cotter pin with the axis of the eye parallel to the shank of the clevis pin or rod end. Bend the prongs around the shank of the pin or rod end. (9) Cadmium plated cotter pins should not be used in applications bringing them in contact with fuel, hydraulic fluid or synthetic lubricants. 5. Locking Clip Installation A. Safetying Turnbuckles (Refer to Figure 203 ). (1) Prior to safetying, both threaded terminals should be screwed an equal distance into the turnbuckle barrel, and should be screwed in, at a minimum, so no more than three threads of any terminal are exposed outside the body. (2) After the turnbuckle has been adjusted to its locking position, with the groove on terminals and slot indicator notch on barrel aligned, insert the end of the locking clip into the terminal and barrel until the "U" curved end of the locking clip is over the hole in the center of the barrel. (a) Press the locking clip into the hole to its full extent. (b) The curved end of the locking clip will latch in the hole in the barrel. (c) To check proper seating of locking clip, attempt to remove pressed "U" end from barrel hole with fingers only. Do not use a tool as the locking clip could be distorted. (3) Locking clips are for one time use only and should not be reused. (4) Both locking clips may be inserted in the same hole of the turnbuckle barrel or in opposite holes of the turnbuckle barrel.

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