Maintenance Manual 1985 & ON MODEL 208 SERIES Member of GAMA COPYRIGHT © 1995 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS,
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Maintenance Manual
1985 & ON MODEL 208 SERIES
Member of GAMA COPYRIGHT © 1995 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA D2078-23-13
1 AUGUST 1995 REVISION 23
1 JULY 2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL REVISION SUMMARY 1.
2.
General A.
This section shows a table that gives operators and maintenance personnel a list of the changes that were made to different documents in the manual as part of the current revision.
B.
The table has three columns. The three columns are entitled: Chapter-Section-Subject, Document Title, and Action.
Definition A.
Columns (1) Chapter-Section-Subject - This column gives the manual location for each document in the revision. (2) Document Title - This column gives the name of the document as it is given at the top of the actual document and in the Table of Contents. (3) Action - This column gives the step you must complete to include this revision in a paper copy of the manual. There are three different steps that can be given. The three steps are ADD, REPLACE, and REMOVE. NOTE:
B. 3.
This column does not apply to CD-ROM, DVD-ROM, or internet delivered publications.
Rows (1) Each row gives all the necessary data for one document that is part of the current revision.
Procedure A.
Find the manual location for each document in the revision as given by the data in the Chapter-SectionSubject column. NOTE:
For data about document page numbers and how to put them in the manual, refer to Introduction, Page Number System. Also, pages 1 - 99 are used for both "General", and "Description And Operation" documents.
B.
Make sure that the title of the document that you remove and/or the title of the document that you add agree with the data in the Document Title column of the table.
C.
Complete the step given in the Action column as directed below: (1) ADD - This step is for a new document that was not in the manual before. Put it in the applicable location. (2) REPLACE - This step is for an existing document that was changed in the current revision. Remove the existing document and put the revised one in its place. (3) REMOVE - This step is for an existing document that is no longer applicable. Remove it from the manual.
CHAPTER SECTION SUBJECT
DOCUMENT TITLE
ACTION
REVISION SUMMARY
REPLACE
PUBLICATION TITLE PAGE
REPLACE
Introduction
LIST OF EFFECTIVE PAGES
REPLACE
Introduction
TABLE OF CONTENTS
REPLACE
Introduction
LIST OF REVISIONS
REPLACE
TIME LIMITS/MAINTENANCE CHECKS
REPLACE
05-00-00
REVISION SUMMARY © Cessna Aircraft Company
Page 1 Jul 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CHAPTER SECTION SUBJECT
DOCUMENT TITLE
ACTION
05-10-00
INSPECTIONS
REPLACE
05-10-01
INSPECTION TIME LIMITS
REPLACE
05-11-00
COMPONENT TIME LIMITS
REPLACE
05-11-01
COMPONENT TIME LIMITS - RUSSIAN CERTIFIED AIRPLANES
REPLACE
05-12-00
PROGRESSIVE CARE PROGRAM
REPLACE
05-12-01
INSPECTION OPERATION 1
REPLACE
05-12-02
INSPECTION OPERATION 2
REPLACE
05-12-03
INSPECTION OPERATION 3
REPLACE
05-12-04
INSPECTION OPERATION 4
REPLACE
05-12-05
INSPECTION OPERATION 5
REPLACE
05-12-06
INSPECTION OPERATION 6
REPLACE
05-12-07
INSPECTION OPERATION 7
REPLACE
05-12-08
INSPECTION OPERATION 8
REPLACE
05-12-09
INSPECTION OPERATION 9
REPLACE
05-12-10
INSPECTION OPERATION 10
REPLACE
05-12-11
INSPECTION OPERATION 11
REPLACE
05-12-12
INSPECTION OPERATION 12
REPLACE
05-12-13
INSPECTION OPERATION 13
REPLACE
05-12-14
INSPECTION OPERATION 14
REPLACE
05-12-15
INSPECTION OPERATION 15
REPLACE
05-12-16
INSPECTION OPERATION 16
REPLACE
05-12-17
INSPECTION OPERATION 17
REPLACE
05-12-18
INSPECTION OPERATION 18
REPLACE
05-12-19
INSPECTION OPERATION 19
REPLACE
05-12-23
INSPECTION OPERATION 23
REPLACE
05-12-29
INSPECTION OPERATION 29
REPLACE
05-12-30
INSPECTION OPERATION 30
REPLACE
05-12-31
INSPECTION OPERATION 31
REPLACE
05-12-32
INSPECTION OPERATION 32
REPLACE
05-12-33
INSPECTION OPERATION 33
REPLACE
05-12-34
INSPECTION OPERATION 34
REPLACE
05-12-35
INSPECTION OPERATION 35
REPLACE
05-12-36
INSPECTION OPERATION 36
REPLACE
05-12-37
INSPECTION OPERATION 37
REPLACE
REVISION SUMMARY © Cessna Aircraft Company
Page 2 Jul 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CHAPTER SECTION SUBJECT
DOCUMENT TITLE
ACTION
05-12-38
INSPECTION OPERATION 38
REPLACE
05-12-39
INSPECTION OPERATION 39
REPLACE
05-12-40
INSPECTION OPERATION 40
REPLACE
05-12-41
INSPECTION OPERATION 41
ADD
05-12-MA
INSPECTION OPERATION MA
REPLACE
05-12-MB
INSPECTION OPERATION MB
REPLACE
05-12-MC
INSPECTION OPERATION MC
REPLACE
05-12-MD
INSPECTION OPERATION MD
REPLACE
05-12-ME
INSPECTION OPERATION ME
REPLACE
05-12-MF
INSPECTION OPERATION MF
REPLACE
05-12-MG
INSPECTION OPERATION MG
REPLACE
05-12-MH
INSPECTION OPERATION MH
REPLACE
05-12-MI
INSPECTION OPERATION MI
REPLACE
05-12-MJ
INSPECTION OPERATION MJ
REPLACE
05-12-MK
INSPECTION OPERATION MK
REPLACE
05-12-ML
INSPECTION OPERATION ML
REPLACE
05-13-00
SUPPLEMENTAL INSPECTION DOCUMENT
REPLACE
05-14-00
LISTING OF SUPPLEMENTAL INSPECTIONS
REPLACE
05-14-01
SUPPLEMENTAL INSPECTION NUMBER: 32-10-01
REPLACE
05-14-02
SUPPLEMENTAL INSPECTION NUMBER: 53-10-01
REPLACE
05-14-03
SUPPLEMENTAL INSPECTION NUMBER: 53-20-01
REPLACE
05-14-04
SUPPLEMENTAL INSPECTION NUMBER: 53-20-07
REPLACE
05-14-05
SUPPLEMENTAL INSPECTION NUMBER: 53-20-03
REPLACE
05-14-06
SUPPLEMENTAL INSPECTION NUMBER: 53-20-04
REPLACE
05-14-07
SUPPLEMENTAL INSPECTION NUMBER: 53-20-05
REPLACE
05-14-08
SUPPLEMENTAL INSPECTION NUMBER: 53-20-02
REPLACE
05-14-09
SUPPLEMENTAL INSPECTION NUMBER: 53-20-11
REPLACE
05-14-10
SUPPLEMENTAL INSPECTION NUMBER: 53-20-08
REPLACE
05-14-11
SUPPLEMENTAL INSPECTION NUMBER: 53-20-09
REPLACE
05-14-12
SUPPLEMENTAL INSPECTION NUMBER: 53-20-10
REPLACE
05-14-13
SUPPLEMENTAL INSPECTION NUMBER: 53-10-07
REPLACE
05-14-14
SUPPLEMENTAL INSPECTION NUMBER: 53-20-12
REPLACE
05-14-15
SUPPLEMENTAL INSPECTION NUMBER: 53-20-13
REPLACE
05-14-16
SUPPLEMENTAL INSPECTION NUMBER: 53-20-14
REPLACE
REVISION SUMMARY © Cessna Aircraft Company
Page 3 Jul 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CHAPTER SECTION SUBJECT
DOCUMENT TITLE
ACTION
05-14-17
SUPPLEMENTAL INSPECTION NUMBER: 53-50-01
REPLACE
05-14-18
SUPPLEMENTAL INSPECTION NUMBER: 53-50-02
REPLACE
05-14-19
SUPPLEMENTAL INSPECTION NUMBER: 55-10-01
REPLACE
05-14-20
SUPPLEMENTAL INSPECTION NUMBER: 55-10-02
REPLACE
05-14-21
SUPPLEMENTAL INSPECTION NUMBER: 53-20-06
REPLACE
05-14-22
SUPPLEMENTAL INSPECTION NUMBER: 55-30-01
REPLACE
05-14-23
SUPPLEMENTAL INSPECTION NUMBER: 56-30-01
REPLACE
05-14-24
SUPPLEMENTAL INSPECTION NUMBER: 57-20-01
REPLACE
05-14-25
SUPPLEMENTAL INSPECTION NUMBER: 57-20-02
REPLACE
05-14-26
SUPPLEMENTAL INSPECTION NUMBER: 57-20-03
REPLACE
05-14-27
SUPPLEMENTAL INSPECTION NUMBER: 57-50-01
REPLACE
05-14-28
SUPPLEMENTAL INSPECTION NUMBER: 57-60-01
REPLACE
05-14-29
SUPPLEMENTAL INSPECTION NUMBER: 57-60-02
REPLACE
05-14-30
SUPPLEMENTAL INSPECTION NUMBER: 71-20-01
REPLACE
05-20-01
SCHEDULED INSPECTION CHECKS
REPLACE
05-30-00
CORROSION PREVENTION AND CONTROL PROGRAM
REPLACE
05-30-01
CORROSION PREVENTION AND CONTROL INSPECTIONS (AIRPLANES WITHOUT TKS ANTI-ICE SYSTEM)
REPLACE
05-30-02
CORROSION PREVENTION AND CONTROL INSPECTIONS (AIRPLANES WITH TKS ANTI-ICE SYSTEM)
REPLACE
05-30-05
CORROSION PREVENTION AND CONTROL PROGRAM - APPENDIX
REPLACE
05-50-00
UNSCHEDULED MAINTENANCE CHECKS
REPLACE
Chapter 27
LIST OF EFFECTIVE PAGES
REPLACE
Chapter 27
TABLE OF CONTENTS
REPLACE
27-30-01
ELEVATOR - MAINTENANCE PRACTICES
REPLACE
27-30-03
ELECTRIC ELEVATOR TRIM - MAINTENANCE PRACTICES
REPLACE
Chapter 30
LIST OF EFFECTIVE PAGES
REPLACE
Chapter 30
TABLE OF CONTENTS
REPLACE
30-11-10
TKS ANTI-ICE FLUID TANK COMPONENTS - MAINTENANCE PRACTICES
REPLACE
30-11-11
TKS ANTI-ICE SYSTEM - MAINTENANCE PRACTICES
REPLACE
Chapter 32
LIST OF EFFECTIVE PAGES
REPLACE
Chapter 32
TABLE OF CONTENTS
REPLACE
MAIN LANDING GEAR - MAINTENANCE PRACTICES
REPLACE
Chapter 57
LIST OF EFFECTIVE PAGES
REPLACE
Chapter 57
TABLE OF CONTENTS
REPLACE
32-10-00
REVISION SUMMARY © Cessna Aircraft Company
Page 4 Jul 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CHAPTER SECTION SUBJECT 57-10-00
DOCUMENT TITLE
ACTION
WINGS - REMOVAL/INSTALLATION
REPLACE
Chapter 61
LIST OF EFFECTIVE PAGES
REPLACE
Chapter 61
TABLE OF CONTENTS
REPLACE
PROPELLER (MCCAULEY) - MAINTENANCE PRACTICES
REPLACE
Chapter 71
LIST OF EFFECTIVE PAGES
REPLACE
Chapter 71
TABLE OF CONTENTS
REPLACE
71-00-01
POWER PLANT - MAINTENANCE PRACTICES
REPLACE
71-20-00
ENGINE MOUNT - MAINTENANCE PRACTICES
REPLACE
61-11-00
REVISION SUMMARY © Cessna Aircraft Company
Page 5 Jul 1/2010
Cessna
A Textron C o m p a n y
TEMPORARY REVISION NUMBER 57-2 DATED 1 SEPTEMBER 2009 MANUAL TITLE
1985 & On Model 208 Series Maintenance Manual
MANUAL NUMBER - PAPER COPY
D2078-21-13
MANUAL NUMBER - AEROFICHE
D2078-21-13AF
TEMPORARY REVISION NUMBER
D2078-21TR57-2
MANUAL DATE
REVISION NUMBER
1 August 1995
21
DATE
1 March 2008
This Temporary Revision consists of the following complete pages that replace the existing pages in the paper copy manual and supersede aerofiche information. CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
57-10-00
401
12/F17
57-10-00
406
12/F22
57-10-00
402
12/F18
57-10-00
407
12/F23
57-10-00
403
12/F19
57-10-00
408
12/F24
57-10-00
404
12/F20
57-10-00
409
12/G01
57-10-00
405
12/F21
REASON FOR THIS TEMPORARY REVISION 1. Revises the wing installation tightening procedures. 2. This TR supersedes/replaces TR 57-1. FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION 1. For paper publications, put this cover sheet behind the publication's title page to show that the temporary revision is included in the manual. Put the pages in the publication at the applicable locations and remove and discard the replaced pages. 2. For aerofiche publications, use a permanent red ink marker to make a line through all aerofiche frames (pages) that the temporary revision had an effect on. This mark will show that the data on the frame (page) is not applicable, and to refer to the temporary revision. For added pages in a temporary revision, make a vertical line between the applicable frames. Make sure the line width is sufficient to show the edges of the pages. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the aerofiche library. For CD-ROM publications, use a permanent red ink marker to put the temporary revision part number 3. on the CD label. This mark will visually identify that the temporary revision must be referred to when the CD is used. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the CD library.
© Cessna Aircraft Company
A Textron (-r,painy
TEMPORARY REVISION NUMBER 57-1 DATED 1 MARCH 2009 1985 & On Model 208 Series Maintenance Manual
MANUAL TITLE MANUAL NUMBER
-
PAPER COPY
D2078-21 -1
MANUAL NUMBER
-
AEROFICHE
D2078-21 -1AF D2078-21 TR57-1
TEMPORARY REVISION NUMBER MANUAL DATE
1 August 1995
REVISION NUMBER
21
DATE
1 March 2008
This Temporary Revision consists of the following complete pages that replace the existing pages in the paper copy manual and supersede aerofiche information. CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
57-1 0-00
401
F17
57-10-00
406
F22
57-10-00
402
F18
57- 10-00
407
F23
57-1 0-00
403
F19
57-10-00
408
F24
57-10-00
404
F20
57-10-00
409
G01
57-10-00
405
F2 1
REASON FOR THIS TEMPORARY REVISION
1.
Revises the wing installation tightening procedures.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. 2.
3.
For paper publications, put this cover sheet behind the publication's title page to show that the temporary revision is included in the manual. Put the pages in the publication at the applicable locations and remove and discard the replaced pages. For aerofiche publications, use a permanent red ink marker to make a line through all aerofiche frames (pages) that the temporary revision had an effect on. This mark will show that the data on the frame (page) is not applicable, and to refer to the temporary revision. For added pages in a temporary revision, make a vertical line between the applicable frames. Make sure the line width is sufficient to show the edges of the pages. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the aerofiche library. For CD-ROM publications, use a permanent red ink marker to put the temporary revision part number on the CD label. This mark will visually identify that the temporary revision must be referred to when the CD is used. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the CD library.
©Cessna Aircraft Company
A Textron Company
TEMPORARY REVISION NUMBER 5-1 DATED 1 MAY 2008 1985 & On Model 208 Series Maintenance Manual
MANUAL TITLE MANUAL NUMBER
-
MANUAL NUMBER
-AEROFICHE
D2078-21-13
PAPER COPY
D2078-21-1 3AF
D2078-21 TR5-1
TEMPORARY REVISION NUMBER
1 August 1995
MANUAL DATE
REVISION NUMBER
21
DATE
1 March 2008
This Temporary Revision consists of the following complete pages that replace the existing pages or are added to the manual.
CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
5-1 0-00
2
1C6
5-12-04
7
1G8
5-1 0-01
3, 4, and 27
1C10
5-12-07
1
1G22
5-1 2-00
1-2
1E7
5-12-10
1
1E10
5-1 2-03
12
1E21
5-12-40
1
Added
REASON FOR THIS TEMPORARY REVISION
1. 2.
To revise Section 5-1 0-00 to add inspection Interval AM/Operation 40. To revise Sections 5-10-01, 5-12-03, 5-12-04, 5-12-07, 5-12-1 0, and add Section 5-12-40 to revise/add item codes and inspections for the Garmin G 1000 System. 3.To revise Section 5-12-00 to add inspection Interval AM/Operation 40 and to clarify text.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. 2.
3.
For paper publications, put this cover sheet behind the publication's title page to show that the temporary revision is included in the manual. Put the pages in the publication at the applicable locations and remove and discard the replaced pages. For aerofiche publications, use a permanent red ink marker to make a line through all aerofiche frames (pages) that the temporary revision had an effect on. This mark will show that the data on the frame (page) is not applicable, and to refer to the temporary revision. For added pages in a temporary revision, make a vertical line between the applicable frames. Make sure the line width is sufficient to show the edges of the pages. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the aerofiche library. For CD-ROM publications, use a permanent red ink marker to put the temporary revision part number on the CD label. This mark will visually identify that the temporary revision must be referred to when the CD is used. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the CD library.
©Cessna Aircraft Company
A Textron Company
TEMPORARY REVISION NUMBER 22-1 DATED 1 MAY 2008 MANUAL TITLE
1985 & On Model 208 Series Maintenance Manual
MANUAL NUMBER
-
PAPER COPY
D2078-21-13
MANUAL NUMBER
-
AEROFICHE
D2078-21-13AF
TEMPORARY REVISION NUMBER MANUAL DATE
1 August 1995
D2078-21 TR22-1 REVISION NUMBER
21
DATE
1 March 2008
This Temporary Revision consists of the following complete pages that are added to the existing paper manual. CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
22-12-01
201-202
Added
CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
REASON FOR THIS TEMPORARY REVISION
1.
To add Section 22-12-01, Garmin GMC-710 Automatic Flight Control System (AFCS) Practices.
-
Maintenance
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. 2.
3.
For paper publications, put this cover sheet behind the publication's title page to show that the temporary revision is included in the manual. Put the pages in the publication at the applicable locations and remove and discard the replaced pages. For aerofiche publications, use a permanent red ink marker to make a line through all aerofiche frames (pages) that the temporary revision had an effect on. This mark will show that the data on the frame (page) is not applicable, and to refer to the temporary revision. For added pages in a temporary revision, make a vertical line between the applicable frames. Make sure the line width is sufficient to show the edges of the pages. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the aerofiche library. For CD-ROM publications, use a permanent red ink marker to put the temporary revision part number on the CD label. This mark will visually identify that the temporary revision must be referred to when the CD is used. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the CD library.
© Cessna Aircraft Company
A Textron Company
TEMPORARY REVISION NUMBER 27-1 DATED 21 MAY 2008 1985 & On Model 208 Series Maintenance Manual
MANUAL TITLE MANUAL NUMBER
-
MANUAL NUMBER
- AEROFICHE
PAPER COPY
D2078-21-1 3 D2078-21 -13AF
TEMPORARY REVISION NUMBER MANUAL DATE
D2078-2 1TR27-1
1August 1995
21
REVISION NUMBER
DATE
1 March 2008
This Temporary Revision consists of the following complete pages that replace the existing pages in the paper copy manual and supersede aerofiche information. C HAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
27-3 1-00
201
7/H13
27-31 -00
206
7/H18
27-3 1-00
202
7/H114
27-3 1-00
207
Added
27-3 1-00
203
7/H15
27-3 1-00
208
Added
27-3 1-00
204
7/H116
27-3 1-00
209
Added
27-3 1-00
205
7/H-17
27-3 1-00
210
Added
REASON FOR THIS TEMPORARY REVISION
1.
Revises the stall warning system procedures.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. 2.
3.
For paper publications, put this cover sheet behind the publication's title page to show that the temporary revision is included in the manual. Put the pages in the publication at the applicable locations and remove and discard the replaced pages. For aerofiche publications, use a permanent red ink marker to make a line through all aerofiche frames (pages) that the temporary revision had an effect on. This mark will show that the data on the frame (page) is not applicable, and to refer to the temporary revision. For added pages in a temporary revision, make a vertical line between the applicable frames. Make sure the line width is sufficient to show the edges of the pages. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the aerofiche library. For CD-ROM publications, use a permanent red ink marker to put the temporary revision part number on the CD label. This mark will visually identify that the temporary revision must be referred to when the CD is used. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the CD library.
© Cessna Aircraft Company
owl W'A 9 CM" A Textron Company
TEMPORARY REVISION NUMBER 30-1 DATED 21 MAY 2008 1985 & On Model 208 Series Maintenance Manual
MANUAL TITLE MANUAL NUMBER
-
PAPER COPY
D2078-21-1 3
MANUAL NUMBER
-
AEROFICHE
D2078-21-1 3AF
TEMPORARY REVISION NUMBER MANUAL DATE
D2078-2 1TR30-1
1 August 1995
21
REVISION NUMBER
DATE
1 March 2008
This Temporary Revision consists of the following complete pages that replace the existing pages in the paper copy manual and supersede aerofiche information. CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
30-11-30
201
9F1 5
30-11-30
209
9F23
30-11-30
202
9F1 6
30-11-30
210
9F24
30-11-30
203
9F1 7
30-11-30
211
9G 1
30-11-30
204
9F1 8
30-11-30
212
9G2
30-11-30
205
9F1 9
30-11-30
213
9G3
30-11-30
206
9F20
30-11-30
214
Added
30-11-30
207
9F2 1
30-11-30
215
Added
30-11-30
208
9 F22
REASON FOR THIS TEMPORARY REVISION
1.
Revises the Tail Bracket Assembly and TKS Low Pressure Switch removal and installation procedures.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. 2.
3.
For paper publications, put this cover sheet behind the publication's title page to show that the temporary revision is included in the manual. Put the pages in the publication at the applicable locations and remove and discard the replaced pages. For aerofiche publications, use a permanent red ink marker to make a line through all aerofiche frames (pages) that the temporary revision had an effect on. This mark will show that the data on the frame (page) is not applicable, and to refer to the temporary revision. For added pages in a temporary revision, make a vertical line between the applicable frames. Make sure the line width is sufficient to show the edges of the pages. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the aerofiche library. For CD-ROM publications, use a permanent red ink marker to put the temporary revision part number on the CD label. This mark will visually identify that the temporary revision must be referred to when the CD is used. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the CD library.
©Cessna Aircraft Company
A Textron Company
TEMPORARY REVISION NUMBER 34-2 DATED 1 MAY 2008 MANUAL TITLE
1985 & On Model 208 Series Maintenance Manual
MANUAL NUMBER
-
MANUAL NUMBER
- AEROFICHE
PAPER COPY
TEMPORARY REVISION NUMBER MANUAL DATE
1 August 1995
D2078-21-13
D2078-21-13AF D2078-21 TR34-2 REVISION NUMBER
21
DATE
1 March 2008
This Temporary Revision consists of the following complete pages that are added to the existing paper manual. C HAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
34-12-01
201-202
Added
CHAPTER/ SECTION/ SUBJECT
PAGE
AEROFICHE FICHE/FRAME
REASON FOR THIS TEMPORARY REVISION
1.
To add Section 34-12-12-01, GTP 59 Outside Air Tempurature (OAT) Probe - Maintenance Practices.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1.
2.
3.
For paper publications, put this cover sheet behind the publication's title page to show that the temporary revision is included in the manual. Put the pages in the publication at the applicable locations and remove and discard the replaced pages. For aerofiche publications, use a permanent red ink marker to make a line through all aerofiche frames (pages) that the temporary revision had an effect on. This mark will show that the data on the frame (page) is not applicable, and to refer to the temporary revision. For added pages in a temporary revision, make a vertical line between the applicable frames. Make sure the line width is sufficient to show the edges of the pages. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the aerofiche library. For CD-ROM publications, use a permanent red ink marker to put the temporary revision part number on the CD label. This mark will visually identify that the temporary revision must be referred to when the CD is used. To let you quickly refer to temporary revisions, collect and keep them in a notebook, or binder near the CD library.
© Cessna Aircraft Company
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES CHAPTER-SECTION-SUBJECT
PAGE
DATE
Page 1
Jul 1/2010
INTRODUCTION
Pages 1-6
Aug 2/2004
SERVICE KIT LIST
Pages 1-6
Dec 1/2006
LIST OF PUBLICATIONS
Pages 1-7
Mar 1/2008
Page 1
Jul 1/2010
00-Title 00-List of Effective Pages 00-Record of Revisions 00-Record of Temporary Revisions 00-Table of Contents LIST OF REVISIONS
LIST OF CHAPTERS
00 - LIST OF EFFECTIVE PAGES © Cessna Aircraft Company
Page 1 of 1 Jul 1/2010
RECORD OF REVISIONS Revsion Number
Date Inserted
Date Removed
Page Number
Revsion Number
Date Inserted
Date Removed
Page Number
CESSNA AIRCRAFT COMPANY MAINTENANCE MANUAL
RECORD OF TEMPORARY REVISIONS Temporary Revision Number
Page Number
Issue Date
By
Date Removed
By
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CONTENTS LIST OF REVISIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 1 Page 1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cross-Reference Listing of Popular Name Versus Model Numbers and Serials . . . Coverage and Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Temporary Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aerofiche (Microfiche) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compact Disc (CD-ROM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caravan Service Bulletins and Service Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using the Maintenance Manual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Effectivity Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision Filing Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Identifying Revised Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Warnings, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cessna Propeller Aircraft Customer Care Supplies and Publications Catalog . . . . . Customer Comments on Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page Page Page Page Page Page Page Page Page Page Page Page Page Page Page
SERVICE KIT LIST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 1
LIST OF PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of Manufacturers Technical Publications Available Through Cessna. . . . . . . . . . Radio Manufacturer Manuals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sigmatek Inc./ARC Avionics Manufacturer Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page Page Page Page
LIST OF CHAPTERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 1
00 - CONTENTS © Cessna Aircraft Company
1 1 1 2 2 2 2 2 3 5 5 6 6 6 6 1 1 5 6
Page 1 of 1 Jul 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL LIST OF REVISIONS 1.
General A.
This Maintenance Manual includes the first issue and the revisions listed in Table 1. The revisions must be included in this manual as they are supplied. Make sure the information in this manual is current and that the latest maintenance and inspections procedures are available.
Table 1. Original Issue 1 August 1995 Revision Number
B.
Date
Revision Number
Date
1
1 April 1996
2
3 September 1996
3
3 March 1997
4
2 September 1997
5
1 June 1998
6
1 March 1999
7
15 October 1999
8
1 March 2000
9
1 September 2000
10
1 March 2001
11
4 September 2001
12
3 December 2001
13
3 June 2002
14
2 September 2002
15
5 May 2003
16
3 November 2003
17
2 August 2004
18
3 January 2005
19
2 January 2006
20
1 December 2006
21
1 March 2008
22
1 April 2010
23
1 July 2010
FAA Approved Airworthiness Limitations are incorporated in this maintenance manual as Chapter 4. Revisions to Chapter 4 are dated as approved by the FAA. The revisions listed in Table 2 must be included in Chapter 4 as they are issued. Make sure the maintenance information required is current under Parts 43.16 and 91.409 of the Federal Aviation Regulations.
Table 2. Original Issue 8 May 1990 Revision Number
Date
Revision Number
Date
1
24 June 1993
2
22 August 1995
3
8 May 1998
4
25 May 2000
5
9 February 2001
6
26 November 2001
7
4 April 2002
8
16 August 2002
9
20 December 2002
10
11 April 2003
11
6 October 2003
12
17 June 2004
13
6 December 2004
14
16 December 2005
15
31 January 2008
16
15 January 2010
17
8 May 2010
18
25 May 2010
19
21 June 2010
LIST OF REVISIONS © Cessna Aircraft Company
Page 1 Jul 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL INTRODUCTION 1.
General
WARNING: All the inspection intervals, replacement time limits, overhaul time limits, inspection methods, life limits, cycle limits, etc., recommended by Cessna are based on the use of new, repaired, or overhauled Cessna approved parts. The data in Cessna's maintenance manuals and parts catalogs is not applicable if the parts are designed, built, repaired, overhauled, and/or approved by entities other than Cessna. The purchaser is warned not to rely on such data for non-Cessna parts. The purchaser must get from the manufacturer and/or seller of non-Cessna parts, the inspection intervals, replacement time limits, overhaul time limits, inspection methods, life limits, cycle limits, etc., for all non-Cessna parts. A.
The procedures in this manual are based on data that is available at the time of publication. This manual is updated, supplemented, and will automatically change by all data that is issued in the Service Newsletters, Service Bulletins, Supplier Service Notices, Publication Changes, Revisions, Reissues and Temporary Revisions. The revisions become part of and are specifically incorporated in this publication. The user must know the latest changes to this publication through data available at the Cessna Authorized Service Stations or from the Cessna Product Support subscription services. Cessna Service Stations are supplied with a group of supplier publications. The supplier publications will give disassembly, overhaul, and parts breakdown data for some of the different supplier items. Suppliers publications are updated, supplemented, and specifically changed by the supplier issued revisions and service data which may be issued by Cessna. This will automatically change this publication and is communicated to the field by the Cessna Authorized Service Stations and/or by Cessna's subscription services.
B.
The inspection, maintenance and parts requirements for Supplemental Type Certification (STC) installations are not included in this manual. When an STC installation is included on the airplane, the parts of the airplane affected by the installation must be checked. Do an inspection in accordance with the inspection program published by the owner of the STC. The STC installations may change systems interface, operating characteristics and component loads or stresses on adjacent structures. The Cessna-provided inspection criteria may not be correct for airplanes with STC installations. The revisions, temporary revisions and reissues can be purchased from your Cessna Service Station or directly from Cessna Propeller Product Support, Dept. 751, Cessna Aircraft Company, P.O. Box 7706, Wichita, Kansas 67277-7706.
C.
2.
D.
The data in this Maintenance Manual is applicable to all U.S. and Foreign Certified Model 208 airplanes. Data that applies to a particular country is identified in the chapter(s) affected.
E.
The Cessna Service Stations are supplied with all the supplemental maintenance data for this manual. They have the latest authoritative recommendations for servicing the Cessna airplanes. It is recommended that Cessna owners use the knowledge and experience of the Cessna Service Organization.
Cross-Reference Listing of Popular Name Versus Model Numbers and Serials A. The airplanes are certified by the model number. Names are often used for marketing purposes. To supply the same method of referring to the airplanes, the model number will be used in this manual. The airplane name may be used to distinguish the different types of the same model. The following table supplies a list of the names, model numbers and serial numbers.
INTRODUCTION © Cessna Aircraft Company
Page 1
Aug 2/2004
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL NAME
MODEL
SERIALS BEGINNING
CARAVAN I
208
20800001
CARAVAN I
208B
208B0001
CARGOMASTER
208
20800113
SUPER CARGOMASTER
208B
208B0045
GRAND CARAVAN
208B
208B0214
3.
Coverage and Format A.
4.
Temporary Revisions A.
5.
Information that is available may be supplied by a temporary revision. This is used to supply, without delay, new data that will assist in maintaining safe flight/ground operations. The temporary revisions are numbered consecutively with the ATA chapter assignment. Page numbering uses the threeelement number which matches the maintenance manual. The temporary revisions are normally included in the maintenance manual at the next scheduled revision.
Aerofiche (Microfiche) A.
6.
The Cessna Model 208 Series 1985 & On Maintenance Manual, is prepared in accordance with the Air Transport Association (ATA) Specification Number 100 for Manufacturer's Technical Data dated February 1, 1983.
This maintenance manual is prepared for aerofiche presentation. A List of Chapters, which identifies the initial fiche/frame of each chapter section, has been assembled and included in the introduction. The List of Chapters is used to assist in the use of the aerofiche index. The List of Chapters is shown in the upper left frame of each aerofiche card.
Compact Disc (CD-ROM) A.
The following manuals and service publications are available on one CD-ROM (Compact Disc-Read Only Memory): NOTE: 1. 2. 3. 4. 5.
7.
The listed publications are kept up to date through routine revisions. Cessna Model 208 Series 1985 & On Maintenance Manual Structural Repair Manual Illustrated Parts Catalog Wiring Diagram Manual Avionic Installation Service/Parts Manual
Caravan Service Bulletins and Service Kits A.
Caravan Service Bulletins (CABs) and Service Kits (SKs) are supplied to inform and/or authorize modification to the airplane and/or system. As service kits are supplied, they will be included and appear in the Service Kit List, located previous to the introduction. The list of service kits uses five columns to list data. (1) Service Kit Number - The service kit number column identifies the kit by number. Service bulletins are numbered sequentially. (2) Title - The title column identifies the service kit by name. It is the same title displayed on page one of the service kit. (3) Service Bulletin Number - This column shows and refers to the CAB or SSP which refers to the service kit. (4) Service Kit Date - The service kit date column shows the initial date the kit became active.
INTRODUCTION © Cessna Aircraft Company
Page 2 Aug 2/2004
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (5)
8.
Manual Incorporation - The manual incorporation column shows if the service kit has been included in the maintenance manual (Incorp), if the service kit had no effect on the maintenance manual (No Effect), or if the service kit has not been included at the time of the revision (dashed lines).
Using the Maintenance Manual A.
Division of Subject Matter. (1) Cessna Model 208 Series 1985 & On Maintenance Manual is divided into four sections. The four sections are divided into chapters. Each chapter has its own effectivity page and table of contents. The following shows the manual divisions: (a) Section 1 - Airplane General
Chapter
Title
4
Airworthiness Limitations
5
Time Limits/Maintenance Checks
6
Dimensions and Areas
7
Lifting and Shoring
8
Leveling and Weighing
9
Towing and Taxiing
10
Parking, Mooring, Storage and Return to Service
11
Placards and Markings
12
Servicing (b)
Section 2 - Airframe Systems
Chapter
Title
20
Standard Practices - Airframe
21
Air Conditioning
22
Auto Flight
23
Communications
24
Electrical Power
25
Equipment/Furnishings
26
Fire Protection
27
Flight Controls
28
Fuel
30
Ice and Rain Protection
31
Indicating/Recording Systems
32
Landing Gear
33
Lights
34
Navigation
35
Oxygen
INTRODUCTION © Cessna Aircraft Company
Page 3 Aug 2/2004
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL Chapter
Title
36
Pneumatic
37
Vacuum
38
Water/Waste (c)
Section 3 - Structures
Chapter
Title
51
Standard Practices and Structures - General
52
Doors
53
Fuselage
55
Stabilizers
56
Windows
57
Wings (d)
Section 4 - Power Plant
Chapter
Title
61
Propeller
71
Power Plant
73
Engine Fuel and Control
74
Ignition
76
Engine Controls
77
Engine Indicating
78
Exhaust
79
Oil
80
Starting B.
Page Numbering System. (1) The page numbering system used in the Cessna Model 208 Series 1985 & On Maintenance Manual has three-element numbers separated by dashes. The page number and date are located to the right of the three-element number on each page.
A22923
Chapter/System (Air Conditioning)
21-51-01
Subject/Unit (Compressor)
Section/Su bsystem (Freon Cooling)
(2) When the chapter/system element number is followed with zeros in the section/subsystem and subject/unit element number (21-00-00), the data is applicable to the entire system.
INTRODUCTION © Cessna Aircraft Company
Page 4 Aug 2/2004
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (3) When the section/subsystem element number is followed with zeros in the subject/unit element number (21-51-00), the data is applicable to the subsystem within the system. (4) Subject/unit element number is used to identify data applicable to units in the subsystems. The subject/unit element number progresses in sequence from the number -01 in accordance with the number of subsystem units requiring maintenance information. (5) All system/subsystem/unit (chapter/section/subject) maintenance instructions are separated into specific types of data: 1. Description and Operation 2. Troubleshooting 3. Maintenance Practices (6) Blocks of page numbers are used to identify the type of information: Page 1 through 99 - Description and Operation Page 101 through 199 - Troubleshooting Page 201 through 299 - Maintenance Practices (7) The description and operation or troubleshooting information may not be necessary for simple units. For these units, the pages are omitted. When subtopics are small, they may be combined into a single topic titled Maintenance Practices. Maintenance Practices is a combination of subtopics. It may include Servicing, Removal/Installation, Adjustment/Test, Cleaning/Painting or Approved Repairs. (8) Large subtopics may be treated as an individual topic. The list below shows the page numbering for individual topics: Page 301 through 399 - Servicing Page 401 through 499 - Removal/Installation Page 501 through 599 - Adjustment/Test Page 601 through 699 - Inspection/Check Page 701 through 799 - Cleaning/Painting Page 801 through 899 - Approved Repairs (9) A typical page number: A22924
21-51-01
Page 802 Aug 1/95
Compressor
Air Conditioning
Second Page of Compressor Approved Repairs Date of Page Issue
Cooling Subsystem (10) The illustrations are also included in the page block numbering system. For example, all illustrations in a Maintenance Practice section will begin with the number 2 (i.e., Figure 201, Figure 202, etc.). All illustrations within an Approved Repair section will begin with the number 8 (Figure 801, Figure 802, etc.). 9.
Effectivity Pages A.
10.
A List of Effective Pages is supplied at the beginning of each maintenance manual chapter. All pages in the specific chapter are listed in numerical order on the effectivity page(s) with the date of issue for each page.
Revision Filing Instructions A.
Regular Revision. (1) You can determine which pages to remove or insert into the maintenance manual by the effectivity page. The effectivity page lists the pages in sequence by the three-element number (chapter/section/subject) and then by page number. When two pages display the same
INTRODUCTION © Cessna Aircraft Company
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Aug 2/2004
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL three-element number and page number, the page with the most recent date is put into the maintenance manual. The date column on the corresponding chapter effectivity page must agree with the active page. B.
11.
Temporary Revision. (1) File the temporary revisions in the applicable chapter(s) in accordance with the filing instructions shown on the first page of the temporary revision. (2) The rescission of a temporary revision is completed by including it into the maintenance manual or by a superseding temporary revision. A Record of Temporary Revisions is supplied in the Temporary Revision List. The temporary revision list is located before the Introduction-List of Effective Pages. A Manual Incorporation Date column on the Temporary Revision List page will indicate the date the Temporary Revision was incorporated, thus authorizing the rescission of the temporary revision.
Identifying Revised Material A.
Additions or revisions to the text in an section will be identified by a revision bar in the left margin of the page and adjacent to the change.
B.
The minimum revisable unit in the Maintenance Manual is a subject (refer to Page Numbering System for definition of subject). All the pages in a subject will have the same date regardless if the data in that page has changed or not.
C.
When large changes are made to the text in an existing section, revision bars will be shown for the full length of the text.
D.
The illustrations shown in this manual may have hand indicators for revisions before March 1, 2000 or Revision 8, that direct attention to the change. Future revisions to the illustrations, beginning at Revision 8, will be shown by a revision bar along the entire vertical length of one side of illustration. No hand indicators will be shown.
12. Warnings, Cautions and Notes A.
Warnings, cautions and notes are applicable to the instructions. These adjuncts to the text highlight or emphasize important data. (1) WARNING - This is applicable to the data that follows it. A warning puts attention to the use of the instructions, materials, methods, or limits that must be obeyed to prevent an injury or death. (2) CAUTION - This is applicable to the data that follows it. A caution puts attention to the use of the instructions, materials, methods, or limits which must be obeyed to prevent damage to the airplane or equipment. (3) NOTE - A NOTE follows the applicable instructions. It is for data only.
13. Cessna Propeller Aircraft Customer Care Supplies and Publications Catalog A.
A Cessna Propeller Aircraft Customer Care Supplies and Publications Catalog is available from a Cessna Service Station or directly from Cessna Propeller Product Support Dept. 751 Cessna Aircraft Company, P.O. Box 7706, Wichita, Kansas 67277-7706. The catalog lists all publications and Customer Care Supplies available from Cessna for prior year models as well as new products. To maintain this catalog in a current status, it is revised yearly and issued in paper form.
14. Customer Comments on Manual A.
Cessna Aircraft Company has worked to furnish you with an accurate, useful, up-to-date manual. This manual can be improved with your help. Please use the return card, supplied with your manual, to report any errors, discrepancies, and omissions in this manual as well as any general comments you want to make.
INTRODUCTION © Cessna Aircraft Company
Page 6 Aug 2/2004
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL SERVICE KIT LIST Service Kit Title Number
Service Bulletin Number
Service Kit Date
Manual Incorporation
SK208-1
Oil Breather Line Improvement
CAB85-06
9/13/85
No Eff ect
SK208-2
Pilot and Copilot Seat Locking Pin
CAB85-02
8/09/85
3/01/99
SK208-3
Volt/Ammeter Switch Replacement
CAB85-1 1
11/08/85
No Effect
SK208-4
Improved Courtesy Light Installation
SSP85-09
12/01/85
No Eff ect
SK208-5
Optional RH Panel Improvement
SSP85-1 3
12/20/85
No Eff ect
SK208-6
Jackscrew Replacement (C/B Panel)
CAB85-1 2
11/08/85
No Eff ect
SK208-7
Inertial Separator Linkage Support Bracket Replacement
CAB85-1 4
12/06/85
No Effect
SK208-8
Fuel Transmitter and Gage Modification
CAB85-09
11/01/85
No Effect
SK208-9
Hourmeter Air Switch Installation
CAB85-1 6
12/20/85
3/01/99
SK208-1 0
Cargo Pod Water Drains Installation
CAB86-27
6/19/87
3/01/99
SK208-11
Electrical Bonding Ground Strap Installation
CAB86-21
7/25/86
3/01/99
SK208-12
CAB85-1 3
11/15/85
3/01/99
SK208-13
Maximum Takeoff Weight Increase Modification 208 Extended Vertical Tail Installation
CAB85-1 3
11/15/85
3/01/99
SK208-14
Fin/Rudder Hinge Bracket
CAB85-1 3
11/15/85
3/01/99
SK208-15
LH Instrument Panel Modification
CAB86-04
10/24/86
No Eff ect
SK208-16
Torque Indicator Installation Improvement
CAB85-1 6
12/13/85
3/01/99
SK208-17
Improved Drive For Standby Alternator
CAB86-1 8R1
12/07/90
3/01/99
SK208-1 8
Fuel Shutoff Valve Screw Replacement
CAB86-03
4/11/86
No Eff ect
SK208-19
Cowl Door Latch Pin Modification
CAB86-1 0
4/25/86
No Eff ect
SK208-20
Fuel Selector Off Warning System Installation
CAB86-08
10/10/86
3/01/99
SK208-21
Nose/Main Landing Gear Wheel and Bearing Improvements
CAB88-02
3/04/88
No Eff ect
SK208-22
CAB87-1 2
9/18/87
No Effect
SK208-23
Inertial Separator and Induction Air Plenum Modification Improved Secondary Exhaust System
CAB86-32R 1
12/21/90
3/01/99
SK208-24
External Start Contactor Suppressor
CAB86-24
8/29/86
3/01/99
SK208-25
Fuel Reservoir and Flapper Valve Modification
CAB87-1 3
10/16/87
3/01/99
SK208-26
Low Fuel Level Transmitter Nut Retention
CAB86-25
9/05/86
No Eff ect
SK208-27
Fuselage Sealing Procedures
CAB86-25
9/05/86
No Eff ect
SK208-28
Cancelled
SK208-29
Improved Door Restraint Installation
CAB88-1 6
4/15/88
3/01/99
SERVICE KIT LIST ©Cessna Aircraft Company
Page 1
Dec 1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL Service Kit Title Number
Service Bulletin Number
Service Kit Date
Manual Incorporation
CAB88-05
3/18/88
No Eff ect
7/29/88
3/01/99
7/29/88
3/01/99
7/29/88
3/01/99
SK208-30
Control Column Aileron Cable Guard Improvement
SK208-31
Cancelled
SK208-32
Circuit Breaker Panel Cover Installation
CAB88-26
SK208-33
Circuit Breaker Panel Cover Installation
CAB88-26
SK208-34
Circuit Breaker Panel Cover Installation
CAB88-26
SK208-35
Inertial Separator/induction Air Plenum Modification
CAB88-06
9/18/87
No Eff ect
SK208-36
Outboard Wing Fuel Drain Valve Installation
CAB88-06
3/18/88
3/01/99
SK208-37
Cargo Barrier Attachment Improvement
CAB88-1 8
5/06/88
3/01/99
SK208-38
Elevator Trim Chain Cover Assembly
CAB88-07
3/18/88
No Eff ect
SK208-39
Ground Wire For Windshield Anti-ice Panel
CAB87-05
4/24/87
3/01/99
SK208-40
Large Oil Cooler Installation
4/23/93
3/01/99
SK208-41
Crew Step Structural Improvement
SK208-42
Radio Cover Watershield Installation and Cabin Top Sealing
CAB87-1 7 SNL90-07 CAB89-14 & CAB89-1 2 CAB8B-08
3/18/88
3/01/99
SK208-43
Cowl Scupper and Drain Installation
CAB88-41
12/09/88
3/01/99
SK208-44
Crew Step Structural Improvements
CAB89-1 4
6/02/89
3/01/99
SK208-45
Inertial Vane Separator Vane Improvements
CAB88-1 5
4/08/88
3/01/99
SK208-46
Partition Net Placard
CAB88-25
7/29/88
3/01/99
SK208-47
Cowl Door Rub Strips
CAB88-1 7
4/22/88
No Eff ect
SK208-48
Tow Limit Modification
CAB88-09
3/18/88
3/01/99
SK208-49
Pitot Static System Line Replacement
CAB88-36
11/18/88
3/01/99
SK208-50
Flap System Adjustable Interconnect Rod
CAB88-1 3
3/25/88
No Eff ect
SK208-51
Nose Gear Torque Link Replacement
CAB89-02R2
7/06/90
3/01/99
SK208-52
Wing Tank External Sump Installation
CAB88-23
7/29/88
3/01/99
SK208-53
Cancelled
SK208-54
Static Source Selector Valve Modification
CAB88-34
11/11/88
No Effect
SK208-55
Exhaust Hanger Modification (Cargo Pod or Floats)
CAB88-20
5/31/88
3/01/99
SK208-56
Cancelled
SK208-57
Fuel Pump Unit Drain Reservoir Installation
None
6/09/89
3/01/99
SK208-58
Pointer 3000-1 ELT Installation
CAB89-04
1/13/89
No Effect
SK208-59
Nose Gear Steering Bushing Replacement
CAB88-40
12/09/88
No Effect
6/02/89
SERVICE KIT LIST ©Cessna Aircraft Company
Page 2 Decl1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL Service
Service Kit Title Number
Service Kit Date
Manual Incorporation
Number
SK208-60
Utility Seat Frame Padding Installation
CAB89-1 1
5/19/89
No Effect
SK208-61
Turbine Oil Hose Assembly Replacement
CAB89-01
1/06/89
3/01/99
SK208-62
Door Lock Pin Replacements
CAB89-03
1/13/89
No Eff ect
SK208-63
Wing Skin Stiffener
CAB88-32
10/14/88
No Eff ect
SK208-64
Bleed Air Pressure Relief Valve
CAB89-26 & CAB90-1 4
9/08/89
3/01/99
SK208-65
Bleed Air Pressure Relief Valve
CAB89-26 & CAB 90-14
9/08/89
3/01/99
SK208-66
Air Conditioner Compressor Bracket Replacements
CAB89-1 9
7/04/89
3/01/99
SK208-67
Nose Gear Fork Replacement Fork
-
Extended
None
6/20/89
3/01/99
SK208-68
Nose Gear Fork Replacement Fork
-
Standard
None
6/20/89
3/01/99
SK208-69
Enlarged Cargo Pod Heat Shield Installation
CAB89-30
11/03/89
SK208-70
Airborne Bleed Air Valves Retrofit Kit
CAB90-09
3/23/90
SK208-71
Inboard Flap Track and Roller Removal
CAB89-31
11/24/89
SK208-72
CAB89-32R 1
7/02/92
SK208-73
Upper Right Flap Belicrank Support Replacement (EC25588) Cancelled
SK208-74
Nose Gear Fork Tow Point
CAB90-05
3/02/90
SK208-75
Bulkhead Control Cable Cutout Modification and Floorboard Reinforcement
CAB90-21 R2
6/21/91
SK208-76
Bulkhead Control Cable Cutout Modification and Floorboard Reinforcement
CAB90-2 1
6/21/91
None
Secondary Exhaust Duct Mid Support Removal
CAB90-27
10/26/90
11/03/03
SK208-77
Cancelled
SK208-78
CAB91 -12
4/26/91
3/01/98
CAB90-32
12/07/90
3/01/98
SK208-80
Air Conditioner Condenser Cowl Seal Replacement Improved Airspeed Warning Switch Installation 675 SHP PT6A-114A Engine Installation
SNL90-07
10/12/90
3/01/98
SK208-81
Door Handle Plunger Replacement
CAB91 -24
8/02/9 1
SK208-82
Heater Valve Improvement
CAB91 -26
8/02/91
SK208-83
Control Column Bearings and Aileron Cable Guard Replacements
CAB91 -27
9/20/91
SK208-84
600 SHP PT6A-114 Engine Installation
SNL90-08
9/24/93
SK208-85
208A to 208 Cargomaster Conversion
None
11/06/90
SK208-79
3/01/99 3/01/99 3/01/99
3/01/99
3/01/98 3/01/98 3/01/98
SERVICE KIT LIST Q Cessna Aircraft Company
Page 3 Dec 1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL Service Kit Title Number
Service Bulletin Number
Service Kit Date
Manual Incorporation
SK208-86
Conversion of US 208 to Brazilian 208
None
11/06/90
SK208-87
208 Cargo to Passenger Conversion
None
5/31/91
SK208-88
Upper Rudder Hinge Bracket/Skin Reinforcement
CAB92-02
1/17/92
3/01/98
SK208-90
Firewall Fitting Reinforcement Installation
CAB91 -09
7/02/92
3/01/98
SK208-91
Cancelled
SK208-92
Flap Support Modification Installation
SK208-93
Cancelled
SK208-94
Engine Power Control Cable Replacement
CAB91 -34
11/22/91
SK208-95
Engine Fuel Control Lever Replacement
CAB91 -22
7/05/91
SK208-96
Cancelled
SK208-97
Floorboard Reinforcement Installation
CAB93-03
4/30/93
SK208-98
Flap Bellcrank Connecting Rod Clearance Modification
CAB92-1 5
7/24/92
SK208-99
Lower Rudder Hinge Replacement
CAB92-1 8
10/16/92
SK208-1 00
Control Cable Clearance Modification
No Longer Available
SK208-1 01
Upper and Lower Crew Door Hinge Attach Repair
CAB93-05
SK208-102
Left Elevator Hinge Replacement
CAB93-1 2
6/30/95
SK208-103
Floorboard Reinforcement Installation
CAB93-03
3/12/93
3/01/99
SK208-104
Upper and Center Rudder Hinge Bracket Modification
CAB93-06
4/09/93
3/01/99
SK208-1 05
Upper and Center Vertical Fin Rudder Hinge Replacement
CAB93-06
5/28/93
3/01/99
SK208-1 06
Right Elevator Hinge Replacement
CAB93-1 2
6/30/95
3/01/99
SK208-1 07
Elevator Center Pivot Arm Hinge Replacement Propeller Control Cable Replacement
CAB93-1 2
8/27/93
3/01/99
CAB93-04
4/30/93
Flap Outboard Support Inspection and Modification
CAB93-1 1
8/27/93
SK208-1 10
Low Fuel Level Switch Cover Replacement
CAB92-1 9
10/23/92
SK208-1 11
Throttle Control Quadrant Cover Doubler Installation
CAB93-09
7/23/93
None
Aileron Cable Seal Retainer Inspection
CAB93-13
8/27/93
SK208-112
Bleed Air System Pressure Relief Valve Installation
CAB93-02
3/12/93
SK208-1 13
Windshield De-ice Modification
CAB93-21
11/19/93
SK208-1 08 SK208-109
8/28/92
3/01/98 3/01/98 3/01/98
3/01/98 3/01/99
4/30/93 3/01/99
3/01/99 3/01/99 No Effect 3/01/99
8/1/95
SERVICE KIT LIST ©Cessna Airc -sit Company
Page 4
Dec 1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL Service Bulletin Number
Service Kit Date
Manual Incorporation
Oxygen Lever Arm Modification
CAB93-1 9
10/22/93
8/1/95
SK208-116
Aileron Hinge Bolt Change
CAB93-1 8
10/08/93
SK208-117
Crew Seat Vertical Adjust Bearing Replacement
CAB95-6
5/26/95
SK208-118
Elevator Trim Chain Cover Installation
CAB94-09
3/25/94
8/1/95
SK208-1 19
Flap Switch Guard Installation/Modification
CA894-1 6
10/28/94
8/1/95
SK208-1 20
Cancelled
SK208-1 21
Fuel Reservoir Structure Modification
CAB98-1 7
11/30/98
SK208-1 22
Standby Alternator Drive Pulley With Drain and Oil Collection Can
CAB96-23
12/16/96
5/1/96
None
Nose Cap/Induction Inlet Support and Engine Flange Guard Installation
CAB95-1
None
8/1/95
SK208-1 23 Flap Bellcrank Attach Bolt Replacement
CAB95-1 1
6-30-95
8/1/95
None
Nose Landing Gear Spring Inspection and Identification
CAB95-13
None
7/18/95
None
Engine Oil Placard
CAB96-9
11/09/96
5/01/96
None
Nose Gear Axle Spacer Replacement
CAB91 -30
10/11/91
5/01/96
SK208-1 25
Ignitor Lead Cable Routing Modification
CAB96-1 1
3/01/96
SK208-1 28
Avionics Cooling Fan Replacement
CAB96-1 0
2/09/96
SK208-1 29
Engine Secondary Exhaust Duct Hanger Modification and Cowling Inspection
CABOO-8
5/29/00
11/03/03
SK208139A
Engine Secondary Exhaust Duct Hanger Modification
CABOO-9
9/29/00
11/03/03
SK208-1 41
Secondary Exhaust Duct Installation
8/18/00
11/03/03
Service Kit Number
Title
SK208-1 14
Cancelled
SK208-1 15
None
Yaw Damper AC Inverter Wiring Fuse Installation SK208-1 42 Emergency Power Lever Shear Wire Installation
CAB99-9
11/29/99
CAB01-15
12/17/01
12/1 7/0 1
None
Transcal Altitude Digitizer Wiring Modification
CAB01 -16
None
None
Flap System Inboard Forward Bellcrank Life Limit and Inspection
CAB02- 1
None
11/03/03
None
Wing Spar Inspection and Inspection Plate Modification
CAB02-2
None
11/03/03
SK208-1 45
Plywood Floorboard Installation - 5/8 Inch
CAB02-3
2/25/02
11/03/03
None
Emergency Power Lever Control Cable Bracket Replacement
CAB02-4
None
11/03/03
None
Fuel-Vent Line Float Valves Inspection
CAB02-1 1
None
11/03/03
SERVICE KIT LIST ©Cessna Aircraft Company
Page 5
Dec 1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208
.MAINTENANCE MANUAL Service Kit Title Number
Service Bulletin Number
Service Kit Date
Manual Incorporation
SK208148A
Flap System Inboard Forward Belicrank Installation
CAB02-1 2
1/27/03
11/03/03
None
Engine Mount Bolts and Washers Inspection
CAB02-1 3
None
11/03/03
None
Flight Hourmeter Electrical Wiring Modification
CAB03-03
None
None
Radar Indicator Inspection/Modification
CAB03-4
None
None
Main Landing Gear Part Number and Serial Identification Placard Installation Flap System Bell Cranks Weld Inspection
CAB03-7
None
CAB03-1 1
None
None
11/03/03
SERVICE KIT LIST Q Cessna Aircraft Company
Page 6 Dec 1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL LIST OF PUBLICATIONS
I
1.List of Manufacturers Technical Publications Available Through Cessna A. The following listed publications are necessary for the support of your Model 208. Contact the appropriate manufacturer to order the publications that are necessary for the support of your Model 208. NOTE:
Table 1. Chapter 21
The publications made by King Radio and Sigmatek Inc./ARC Avionics must be ordered directly from the manufacturer. The publication names, numbers and addresses are listed after this section. -
Air Conditioning Manufacturers Part Number
Publication Part Number
Publication Title
Manufacturer
Vent Blower
33E83-2
37E661-13
33E83 Blower Assembly Component Maintenance Manual (Vent Blower) with Illustrated Parts List
FL Aerospace Corp. Janitrol Aero Div. 4200 Surface Rd. Columbus, OH 43228
Flow Control Valve, and Temperature Control Valve
IH 101-4, 1H102-2
CM-200-1
Airborne Component Overhaul Manual With Illustrated Parts List
Parker-Hannifin Corp. Airborne Division 711 Taylor St. P.O. Box 4032 Elyria, OH 44036
Publication Part Number
Publication Title
Manufacturer
19000869-00
G1000 Caravan Line Maintenance Manual
Garmin International, Inc. 1200 E. 151 st Street Olathe, Kansas 66062
19000303-72
Installation Manual
Garmin Inc.
Item
Cessna Part Number
Table 2. Chapter 22 Item
-
Auto Flight
Cessna Part Number
Manufacturers Part Number
GFC -700 Autopilot
Autopilot Servo
GSA 8X/GSM 85
International,
LIST OF PUBLICATIONS ©Cessna Aircraft Company
Page 1
Mar 1/2008
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
Table 3. Chapter 24
-
Electrical Power Man ufacturers Part Number
Publication Part Number
Publication Title
Manufacturer
DC to DC Power Converter
RG40
83706C
Removal/Installation Manual Model RG40 Regulated DC to DC Converter (FAA TSO-C71 Approved)
KGS Electronics, Inc. 418A E. Live Oak Ave. Arcadia, CA 91006-5690
Battery
G6381 E
GSM68213
Gill Battery Service Manual
Teledyne Battery Products 840 W. Brockton Ave. P.O. Box 431 Redlands, CA 92373
Battery
30994-001
BA89-9/ 92-13
Battery Instruction Manual (NICAD) Marathon Battery Service Manual
Marathon Power Technologies Co. 8301 Imperial Dr. Waco, TX 76712-6588
Publication Part Number
Publication Title
Manufacturer
AT-RL1001-ICA
Rudder Gust Lock Kit Maintenance Manual with Illustrations
Aero, Twin Inc. 2404 Merrill Field Dr. Anchorage, AK 99501
Man ufacturers Part Number
Publication Part Number
Publication Title
Manufacturer
Propeller De-ice Brush Block
3E2090-1
68-047141
FORMULA TxL = y L+E
EXAMPLE (WITH "E" AS PLUS DIMENSION) T Y L E
HOSE CLAMP ADAPTER
= = = =
135 IN-LB (15.3 Nm) UNKNOWN 10.00 INCH 1.5 INCH T Y L E
ADAPTER DRIVE CENTERLINE OPEN-END WRENCH ADAPTER
0
= = = =
y - 135 x10 1350 = 117.39 10+1.5 11.5 Y = 117 INCH-POUNDS (13.2 Nm) LEGEND ACTUAL (DESIRED) TORQUE APPARENT (INDICATED) TORQUE EFFECTIVE LENGTH LEVER EFFECTIVE LENGTH OF EXTENSION
HANDGRIP CENTERLINE (PREDETERMINED)\
WRENCH DRIVE CENTERLINE
L
Q
>
Is't
FLARE NUT WRENCH ADAPTER FORMULA TxL = y L-E
TORQUE WRENCH
EXAMPLE (WITH "E" AS MINUS DIMENSION)
SPANNER WRENCH ADAPTER
T Y L E
= = = =
135 IN-LB (15.3 Nm) UNKNOWN 10.0 INCH 1.5 INCH
y = 135x10_ 1350 =158.82 10 -1.5 8.5 Y = 159 INCH-POUNDS (18.0Nm) 5598T2005
Torque Wrench and Adapter Formulas Figure 202 (Sheet 1)
20-10-10 © Cessna Aircraft Company
Page 203 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (11) Castellated Nuts. (a) Self-locking and non self-locking castellated nuts, except MS17826, require cotter pins and should be tightened to the minimum torque value shown in Table 201. The torque may be increased to install the cotter pin, but this increase must not exceed the alternate torque values. (b) MS17826 self-locking, castellated nuts shall be torqued per Table 201. (c) The end of the bolt or screw should extend through the nut at least two full threads including the chamfer. (12) Joints containing wood, plastics, rubber or rubberlike materials should be torqued to values approximately 80 percent of the torque at which crushing is observed, or to the requirements of Table 201, whichever is lower, or as specified. 2.
Torque Requirements for Bolts, Screws and Nuts A.
Use Table 201 to determine torque requirements for bolts, screws and nuts.
Table 201. Torque Values Nuts, Bolts and Screws (Steel) (Inch-Pounds) Size of Bolt, Nut or Screw
Fine Threaded Series (Tension Type Nuts) Standard
* *
Alternate
Fine Threaded Series (Shear Type Nuts Except MS17826) Standard
Alternate
MS17826 Nuts
Standard
Alternate
8-32
12-15
10-32
20-25
20-28
12-15
12-19
12-15
12-20
1/4-28
50-70
50-75
30-40
30-48
30-40
30-45
5/16-24
100-140
100-150
60-85
60-100
60-80
60-90
3/8-24
160-190
160-260
95-110
95-170
95-110
95-125
7/16-20
450-500
450-560
270-300
270-390
180-210
180-225
1/2-20
480-690
480-730
290-410
290-500
240-280
240-300
9/16-18
800-1000
800-1070
480-600
480-750
320-370
320-400
5/8-18
1100-1300
1100-1600
660-780
660-1060
480-550
480-600
3/4-16
2300-2500
2300-3350
1300-1500
1300-2200
880-1010
880-1100
7/8- 14
2500-3000
2500-4650
1500-1800
1500-2900
1500-1750
1500-1900
1-14
3700-4500
3700-6650
2200-3300
2200-4400
2200-2700
2200-3000
1-1/8-12
5000-7000
5000-10000
3000-4200
3000-6300
3200-4200
3200-5000
1-1/4-12
9000-11000
9000-16700
5400-6600
5400-10000
5900-6400
5900-7000
7-9
Fine Thread Tension application Nuts include: AN310, AN315, AN345, MS17825, MS20365, MS21044 through MS21048, MS21078, NAS679, NAS1291 Fine Thread Shear application Nuts include: AN316, AN320, MS21025, MS21042, MS21043, MS21083, MS21245, NAS1022, S1117
20-10-10 © Cessna Aircraft Company
Page 204 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
Table 202. Torque Values Nuts, Bolts and Screws (Steel) (Newton meters)
Standard
MS17826 Nuts
Fine Threaded Series (Shear Type Nuts Except MS17826)
Fine Threaded Series (Tension Type Nuts)
Size of Bolt, Nut or Screw
Standard
Alternate
Alternate
Standard
Alternate
0.8-1.0
8-32
1.4-1.7
10-32
2.3-2.8
2.3-3.2
1.4-1.7
1.4-2.2
1.4-1.7
1.4-2.3
1/4-28
5.6-7.9
5.6-8.5
3.4-4.5
3.4-5.4
3.4-4.5
3.4-5.0
5/16-24
11.3-15.8
11.3-17.0
6.8-9.6
6.8-11.3
6.8-9.0
6.8-10.1
3/8- 24
18.0-21.4
18.0-29.4
10.7-12.4
10.7-19.2
10.7-12.4
10.7-14.1
7/16-20
50.8-56.5
50.8-63.2
30.5-33.8
30.5-44.0
20.3-23.7
20.3-25.4
1/2-20
54.2-77.9
54.2-82.4
32.7-46.3
32.7-56.4
27.1-31.6
27.1-33.8
9/16-18
90.3-112.9
90.3-120.8
54.2-67.8
54.2-84.7
36.1-41.8
36.1-45.1
5/8-18
124.2-146.8
124.2-180.7
74.5-88.1
74.5-19.7
54.2-62.1
54.2-67.7
3/4-16
259.8-282.4
259.8-378.5
46.8-169.4
46.8-248.5
99.4-114.1
99.4-124.2
7/8-14
282.4-338.9
282.4-545.3
169.4-203.3
169.4-327.6
169.4-197.7
169.4-214.6
1-14
418.0-508.4
418.0-751.3
248.5-372.8
248.5-497.1
248.5-305.0
248.5-338.9
1-1/8-12
564.9-790.8
564.9-1129.8
338.9- 474.5
338.9-711.8
361.5-474.5
361.5-564.9
1-1/4-12
1016.8-1242.8
1016.81886.8
610.1-745.7
610.1-1129.8
666.6-723.1
666.6-790.8
* * 3.
Fine Thread Tension application Nuts include: AN310, AN315, AN345, MS17825, MS20365, MS21044 through MS21048, MS21078, NAS679, NAS1291 Fine Thread Shear application Nuts include: AN316, AN320, MS21025, MS21042, MS21043, MS21083, MS21245, NAS1022, S1117 Torque Requirements for Hi-Lok Fasteners A.
Use Table 203 to determine torque requirements for Hi-Lok fasteners. NOTE:
This table is used in conjunction with MS21042 Self-Locking nuts.
Table 203. Torque Values For Hi-Lok Fasteners (Alloy Steel, 180 to 200 KSI) NOMINAL FASTENER DIAMETER
TORQUE VALUE (INCH-POUNDS)
6-32
8 to 10
8-32
12 to 15
10-32
20 to 25
1/4-28
50 to 70
5/16-24
100 to 140
20-10-10 O Cessna Aircraft Company
Page 205 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL Table 203. Torque Values For Hi-Lok Fasteners (Alloy Steel, 180 to 200 KSI) (continued)
4.
NOMINAL FASTENER DIAMETER
TORQUE VALUE (INCH-POUNDS)
3/8-24
160 to 190
7/16-20
450 to 500
1/2-20
480 to 690
Torque Requirements for Electrical Current Carrying And Airframe Ground Fasteners A.
Use Table 204 to determine torque requirements for threaded electrical current carrying fasteners. (1) Torque values shown are clean nonlubricated parts. Threads shall be free of dust and metal filings. Lubricants, other than on the nut as purchased, shall not be used on any bolt installations unless specified in the applicable chapters of this manual. (2) All threaded electrical current carrying fasteners for relay terminals, shunt terminals, fuse limiter mount block terminals and bus bar attaching hardware shall be torqued per Table 204. NOTE:
B.
Use Table 205 to determine torque requirements for threaded fasteners used as airframe electrical ground terminals.
Table 204.
Torque Values For Electrical Current Carrying Fasteners
FASTENER DIAMETER
TORQUE VALUE (INCH-POUNDS)
6-32
8 to 12
8-32
13 to 17
10-32
20 to 30
3/16
20 to 30
1/4
40 to 60
5/16
80 to 100
3/8
105 to 125
1/2
130 to 150
Table 205.
5.
There is no satisfactory method of determining the torque previously applied to a threaded fastener. When retorquing, always back off approximately 1/4 turn or more before reapplying torque.
Torque Values For Airframe Electrical Ground Terminals
FASTENER DIAMETER
TORQUE VALUE (INCH-POUNDS)
5/16
130 to 150
3/8
160 to 190
Torque Requirements for Straight Threaded Fittings A.
Use Table 206 to determine torque requirements for straight threaded fittings.
20-10-10 © Cessna Aircraft Company
Page 206 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
Table 206. Torque Values For Straight Threaded Fittings (Inch-Pounds) Tube Outside Diameter
Steel Tubing
6061-0 Aluminum 5052-0 Aluminum Tubing or Aluminum Hose Insert
Minimum Torque
Maximum Torque
Minimum Torque
Maximum Torque
1/8
45
55
20
30
3/16
90
100
30
40
1/4
135
150
40
5/16
180
200
3/8
270
1/2
6061-T Aluminum Tubing (Steel Sleeve)
Tube Wall **(Inches)
Minimum Torque
Maximum Torque
0.028
45
55
65
0.022 0.018 0.035 0.049
80 80 80 90
105 105 105 115
60
80
0.028 0.035 0.042
80 80 125
105 105 175
300
75
125
0.028 0.035 0.049
125 125 125
175 175 175
450
500
150
250
0.028 0.015 0.049 0.058 0.065
135 200 400 400 400
180 300 500 500 500
5/8
700
800
200
450
All
500
600
3/4
1100
1150
300
500
All
600
700
1
1200
1400
500
700
All
1000
1300
1 1/4
1300
1450
600
900
All
1300
1500
1 1/2
1350
1500
600
900
All
1400
1700
2
1500
1700
600
900
**Tube wall thickness is applicable to 6061-T aluminum tubing only. 6.
Torque Requirements for Tubes and Hoses A.
Use Table 207 to determine torque requirements for tubes and hoses.
20-10-10 © Cessna Aircraft Company
Page 207 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
Table 207.
Torque Values for Tubing and Hoses (Inch-Pounds)
Hose Tubing Size O.D
Aluminum Tubing (Flared) Min Torque
Max Torque
Steel Tubing (Flared)
Aluminum Tubing (Flareless)
Steel Tubing (Flareless)
Min Torque
Max Torque
Min Torque
Max Torque
Min Torque
Max Torque
90
100
75
90
90
100
-3
3/16
-4
1/4
40
65
135
150
80
100
135
150
-5
5/16
60
80
180
200
100
130
180
200
-6
3/8
75
125
270
300
100
130
270
300
-8
1/2
150
250
450
500
200
240
450
500
-10
5/8
200
350
700
800
360
400
700
800
-12
3/4
300
500
1100
1150
390
430
1100
1150
-16
1
500
700
1200
1400
600
900
1200
1400
-20
1 1/4
600
900
1300
1450
600
900
1300
1450
-24
1 1/2
600
900
1350
1500
600
900
1350
1500
Hose Size
Tubing O.D.
Aluminum Fittings Oxygen Lines Only Min
7.
Max
Steel Hose End (Flared)
Steel Hose End (Flareless)
Min
Max
Min
Max
-3
3/16
70
100
95
105
-4
1/4
70
120
135
145
-5
5/16
85
180
175 dry
195 dry
-6
3/8
100
250
215
245
-8
1/2
210
420
470
510
-10
5/8
300
480
620
680
-12
3/4
500
850
855
945
-16
1
700
1150
1140
1260
-20
1 1/4
-24
1 1/2
100
125
Torque Requirements for V-Band Clamps A.
V-band clamps are used on engine bleed air lines and on the starter/generator. Clamp torque is dependent on V-band size and manufacturer. Clamps should be torqued according to torque value stamped on each individual clamp.
CAUTION: Do not exceed torque value stamped on clamp.
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MODEL 208 MAINTENANCE MANUAL SAFETYING - MAINTENANCE PRACTICES 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 700F and i nconel to be used at temperatures up to 1500°F. Identi fied 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:
2.
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.
Safety Wire A.
Wire Size. (1) The size of the wire should be in accordance with the requirements of Table 201.
Table 201. Safety Wire Types and Corresponding MS Numbers MATERIAL Ni-Cu Alloy (Monel)
NUMBER (MS20995-XXX) NC20
NC32
NC40
NC51
NC91
Ni-Cr-Fe Alloy (Inconel)
N20
N32
N40
N51
N91
Carbon Steel
F20
F32
F41
F47
F91
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL Table 201. Safety Wire Types and Corresponding MS Numbers (continued) MATERIAL NUMBER (MS20995-XXX) Corrosion Resistant Steel
C15
Aluminum Alloy (Blue) Copper (Yellow)
CY15
C20
C32
C41
C47
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 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. 20-10-20 © Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL
A2855
BOLT A
STEP 1:
INSERT WIRE THROUGH BOLT A AND BEND AROUND BOLT (IF NECESSARY, BEND WIRE ACROSS BOLT HEAD). TWIST WIRES CLOCKWISE UNTIL THEY REACH BOLT B.
STEP 2:
INSERT ONE END OF WIRE THROUGH BOLT B. BEND OTHER END AROUND BOLT (IF NECESSARY, BEND WIRE ACROSS HEAD OF BOLT). TWIST WIRES COUNTERCLOCKWISE 1/2 INCH OR 6 TWISTS. CLIP ENDS. BEND PIGTAIL BACK AGAINST PART.
NOTE:
RIGHT THREADED PARTS SHOWN: REVERSE DIRECTIONS FOR LEFT PARTS.
BOLT B
DOUBLE-WIRE SAFETYING
MULTIPLE FASTENER APPLICATION DOUBLE-TWIST METHOD
DOUBLE-WIRE SAFETYING MULTIPLE GROUPS
5598T2001 5598T1024 5598T2001
Lockwire Safetying Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
EXTERNAL SNAP RING SINGLE-WIRE METHOD
BOLTS IN CLOSELY SPACED, CLOSED GEOMETRICAL PATTERN. SINGLE WIRE METHOD.
SINGLE FASTENER APPLICATION DOUBLE-TWIST
SMALL SCREWS IN CLOSELY SPACED, CLOSED GEOMETRICAL PATTERN, SINGLE WIRE METHOD
NOTE:
RIGHT THREADED PARTS SHOWN. REVERSE DIRECTION FOR LEFT THREADS 5598T1003 5598T1024
Lockwire Safetying Figure 201 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL
A2858
lllllllllllll 1111111111111
AN500A SCREW
5598T1001
Lockwire Safetying Figure 201 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL
D.
4.
(2) Care should be exercised when installing lockwire, to ensure it is tight but not overstressed. 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. (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.
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
SERVICE
MS24665 Cotter Pins Carbon Steel
Ambient Temperature up to 460°F
Normal atmosphere cotter pins contacting cadmium plated bolts or nuts.
MS24665 Cotter Pins Corrosion Resistant Steel
Ambient Temperature up to 800°F
Non magnetic requirements cotter pins contacting corrosion resistant steel bolts or nuts in a corrosive atmosphere.
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MODEL 208
MAINTENANCE MANUAL (5) (6) (7) (8) (9)
I
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. 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. Install the cotter pin with the head firmly in the slot of the nut, with the axis of the eye at right angles to the bolt shank. Bend prongs so the head and upper prong are firmly seated against the bolt. 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. Cadmium plated cotter pins should not be used in applications bringing them in contact with fuel, hydraulic fluid or synthetic lubricants.
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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MODEL 208 MAINTENANCE MANUAL
A2860
TO PROVIDE CLEARANCE PRONG MAY BE CUT HERE
CASTELLATED NUT ON ALTERNATE METHOD
CASTELLATED NUT ON PREFERRED METHOD TANGENT TO PIN MAXIMUM COTTER PIN LENGTH
THREAD SIZE 6 8 10 1/4 5/16 3/8 7/16 1/2 9/16 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 1/2
MINIMUM COTTER PIN LENGTH
PIN APPLICATION
MINIMUM PIN SIZE INCH mm 0.028 0.044 0.044 0.044 0.044 0.072 0.072 0.072 0.086 0.086 0.086 0.086 0.086 0.116 0.116 0.116 0.116
0.71 1.11 1.11 1.11 1.11 1.83 1.83 1.83 2.18 2.18 2.18 2.18 2.18 2.95 2.95 2.95 2.95
5598T1025
Cotter Pin Safetying Figure 202 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A2865
STRAIGHT END HOOK SHOULDER END LOOP
HOOK LIP
HOOK LOOP
)
_J-l-D
a~~1
71
tizz
PULL FOR INSPECTION
4
, /
/
/
/
//
J.
CABLE TERMINAL
PULL FOR INSPECTION 55982002 6280T1004
Safetying Turnbuckle Assemblies Figure 203 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A286a W>
,rKo,,., TURNBUCKLE CLEVIS
LOCKING CLIP MS21256
TURNBUCKLE
I
0
I [
3ABLE
\
THIMBLE
TURNBUCKLE BARREL MS21251
LOCKING CLIP MS21256
TYPICAL TURNBUCKLE ASSEMBLY
L.-
,,
% \% \,, \
\
\
\
\ .\ s\
SWAGED TERMINAL
,, ,
METHOD OF ASSEMBLING LOCKING CLIPS, TURNBUCKLE BARREL AND TERMINALS 5598T1023
NOMINAL CABLE DIAMETER
THREAD UNF-3
LOCKING CLIP MS21256 (NOTE 1)
TURNBUCKLE BODY MS21251
1/16
Number 6-40
-1 -2
-B2S -B2L
3/32
Number 10-32
-1 -2
-B3S -B3L
1/8
1/4-28
-1 -2
-B5S -B5L
5/32
1/4-28
-1 -2
-B5S -B5L
3/16
5/16-24
-1 -2
-B6S -B6L
7/32
3/8-24
-2
-B8L
1/4
3/8-24
-2
-B8L
9/32
7/16-20
-3
-B9L
5/16
1/2-20
-3
-B10L
NOTE 1: TWO LOCKING CLIPS REQUIRED FOR EACH TURNBUCKLE. .NOTE 2: "B" IN TURNBUCKLE BODY DASH NUMBER INDICATES BRASS. NO LETTER INDICATES STEEL. Safetying Turnbuckle Assemblies Figure 203 (Sheet 2)
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MODEL 208
MAINTENANCE MANUAL CONTROL CABLE WIRE BREAKAGE AND CORROSION LIMITATIONS - MAINTENANCE PRACTICES 1.
Examination of Control Cables.
A.
B.
C.
Control cable assemblies are subject to a variety of environmental conditions and forms of deterioration. Some deterioration, such as wire or strand breakage, is easy to recognize. Other deterioration, such as internal corrosion or cable distortion, is harder to identify. The following information will aid in detecting these cable conditions. Broken Wire Examination (Refer to Figure 201). (1) Examine cables for broken wires by passing a cloth along length of cable. This will detect broken wires, if cloth snags on cable. Critical areas for wire breakage are those sections of cable which pass through fairleads, across rub blocks, and around pulleys. If no snags are found, then no further inspection is required. If snags are found or broken wires are suspected, then a more detailed inspection is necessary which requires that the cable be bent in a loop to confirm broken wires. Loosen or remove cable to allow it to be bent in a loop as shown. While rotating cable, inspect bent area for broken wires. (2) Wire breakage criteria for cables in flap, aileron, rudder, and elevator systems are as follows: (a) Individual broken wires at random locations are acceptable in primary and secondary control cables when there are no more than six broken wires in any given ten-inch cable length. Corrosion. (1) Carefully examine any cable for corrosion that has a broken wire in a section not in contact with wear-producing airframe components, such as pulleys, fairleads, rub blocks, etc. It may be necessary to remove and bend cable to properly inspect it for internal strand corrosion, as this condition is usually not evident on outer surface of cable. Replace cable if internal corrosion is found. If a cable has been wiped clean of its corrosion-preventive lubricant and metal-brightened, the cable shall be examined closely for corrosion. For description of control cable corrosion, refer to Chapter 51, Corrosion and Corrosion Control - Maintenance Practices.
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MODEL 208 MAINTENANCE MANUAL
A2861
BROKEN WIRE NOT FOUND WHEN WIPED WITH ALONG CABLE
BROKEN WIRE FOUND VISUALLY WHEN CABLE WAS REMOVED AND BENT CORRECT TECHNIQUE TO BEND THE CABLE AND DOA CHECK FOR f BROKEN WIRES _
-
DO NOT BEND INTO LOOP SMALLER THAN 50 CABLE DIAMETERS CORE STRAND
ND DIAMETER
V VrL I-L5561Tl19
Cable Broken Wire Examination Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL BEARINGS - REMOVAL/INSTALLATION 1.
Bearings Removal/Installation A.
Remove the Bearing (Refer to Figure 401). (1) Remove the bearing with its supporting bracket or component housing from the airplane, refer to the applicable chapter. (2) Push the worn bearing from its housing or supporting bracket. (3) After you remove the bearing, examine the component housing or bracket for structural damage (cracks, warpage or bends). (4) Examine the hole in the housing for damage, cracks or other abnormal conditions of the material and hole diameter. NOTE:
B.
The gap between the bearing outside diameter and the hole inside diameter must be within 0.0010 to 0.0035 inch.
Install the Bearing (Refer to Figure 401, Figure 402, Figure 403, and Figure 404). NOTE:
The new bearings must stay in their packages until the time of the actual installation.
CAUTION: Do not let the cleaner penetrate into the bearing. This will remove the lubrication from the bearing. (1)
Clean the outer surfaces of the bearing and hole in the component housing with a clean cloth and remove all traces of oil or grease. NOTE:
(2)
The cloth must be moist with an approved cleaning solvent.
Use a clean cloth to dry the bearing and hole.
CAUTION: Make sure that the retaining compound does not go into the bearing. (3) (4) (5)
(6) C.
Apply retaining compound to the outer surface of the bearing and the mating surface of the hole in the housing. Refer to the Application of Fastener Retaining Compounds and Table 401. Push the bearing into position. Use a staking tool to stake the bearing in place. (a) Stake between the current stake marks around the hole (refer to Figure 404). (b) If a new component housing or bracket is necessary, stake the bearing in the same pattern as the original installation. (c) If the bearing is not kept in position on the opposite side of the stake (refer to Figure 402), use a support during the staking operation (refer to Figure 403). 1 Stake the bearing housing on both sides only if the bearing is not kept in position on the opposite side of the stake. Install the bearing component or bracket assembly on the airplane, refer to the applicable chapter.
Riveted-On Bearing Brackets or Housings: (1) The replacement bearing brackets, housings or bearing and bracket assemblies can be supplied without holes. The riveted installation must be put into position and drilled. NOTE:
If you replace a bearing that is attached with rivets, the alignment of the removed bracket must be marked. The new bracket must be installed in the original alignment.
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MODEL 208 MAINTENANCE MANUAL
Bearing Removal and Installation Figure 401 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
Staking Dimension Figure 402 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
Support During Staking Figure 403 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
Staking Tool - Typical Figure 404 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
2.
Application of Fastener Retaining Compounds A.
General (1) This procedure gives general methods to apply materials used to seal, lock and keep metal parts in position. The retaining compounds cure anaerobically, that is, they will become hard only when put between properly prepared mating surfaces where no air can touch the retaining compound. Refer to Table 401 for the retaining compounds and surface primers included in this procedure.
CAUTION: Make sure that the primer and retaining compounds do not touch the synthetic rubber. CAUTION: Make sure that the primer and retaining compounds do not go into the bushings or bearings. NOTE:
It is not necessary to apply primer to surfaces other than cadmium, zinc, anodized or corrosion-resistant steel.
NOTE:
For optimum strength properties, the gap between the bushing (bearing) outside diameter and the housing hole inside diameter must be within 0.0010 to 0.0035 inch.
NOTE:
Primer and retaining compounds must be kept in an enclosed building that will give the containers protection from direct sunlight, wind and rain.
Table 401. Primer and Retaining Compounds LOCQUIC SURFACE PRIMER MIL-S-22473
GRADE
FORM
COLOR
Primer (Catalog Number 747-56)
T
R
Yellow
APPLICATION (Ready to use) Can be used with Loctite 609 or 680 and Permabond HL038 or HH020.
RETAINING COMPOUND MIL-R-46082
MANUFACTURER
APPLICATION
Loctite 609
Loctite Corp. Newington, CT 06111
Used as high strength retaining compound that cures quickly for studs, bearings and bushings.
Loctite 680
Loctite Corp.
Used as extra-high strength retaining compound that cures quickly for press fits on cylindrical parts.
Permabond HL038
Permabond International Corp. 480 S. Dean Street Englewood, NJ 07631
Used as high strength retaining compound that cures quickly for studs, bearings and bushings.
Permabond HH020
Permabond International Corp.
Used as extra-high strength retaining compound that cures quickly for press fits on cylindrical parts.
3.
Bearing/Bushing Retention A.
Preparation (1) Prepare the parts to be kept as follows: (a) Before you apply retaining compound to a surface, clean it with an approved cleaning solvent. Use a clean cloth and remove all traces of grease or oil.
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MODEL 208 MAINTENANCE MANUAL (b) (c)
Keep contamination from the cleaned surfaces, especially if they are not assembled immediately after they are cleaned. Do not touch the clean parts with your bare hands. Use a clean cloth or clean white cotton gloves when you assemble the mating parts.
CAUTION: Primer has a chemical effect on materials such as thermoplastics or titanium. NOTE: B.
Locquic Primer NOTE: (1) (2)
C.
Cadmium, zinc, anodized, corrosion resistant steel and plastic surfaces must be primed with Locquic primer, Grade T, Form R (yellow).
Apply MIL-S-22473 Locquic primer, Grade T, Form R (yellow), to all surfaces that touch. Do not apply the primer to the oil grooves or ports of the bearings. Let the surfaces air dry at room temperature for a minimum of 30 minutes.
Installation NOTE:
(1)
Bearings or bushings can be installed dry and the retaining compound applied as stated in the following step. Or a thin coat of retaining compound specified for repair can be applied to the primed surfaces that are to be joined and assembled wet.
After the installation (wet or dry), apply MIL-R-46082 retaining compound. (a) Touch the application nozzle of the retaining compound container to the mating joint between the bearing outside diameter and the housing. NOTE:
4.
Some materials that are affected by softening or crazing include vinyl, cellulosic, styrene and methacrylate plastics. Thermosetting plastics are not affected.
The compound will go into the joint by capillary action. When a ring of compound stays just outside the joint, the capillary penetration is complete.
Sealant and Retaining Compounds A.
Cure Methods (1) Two methods to cure sealant and retaining compounds are: (a) Method 1 - The parts must stay undisturbed for 24 hours at room temperature to get to full strength. NOTE:
(b) (c)
Method 2 - The parts must cure at 275°F, +10° or -10°F for 15 minutes after the part gets to the necessary temperature. Examine the bearing for damage before it is put into position. NOTE:
(d)
If the bearing or bushing moves out of position before the full cure of the retaining compound is complete, the parts must be cleaned, primed and assembled again.
Any damaged area of the bearing must be repaired before it is put into position.
Lubricate the bearing or bushing after the retaining compound has cured.
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL ELECTRICAL BONDING - MAINTENANCE PRACTICES 1.
General A.
This section describes airplane electrical bonding requirements and procedures. The following procedures and specification MIL-STD-464 - Electromagnetic Environmental Effects Requirements for Systems, govern installation and testing of electrical bonds and ground returns.
B.
Some electrical bonding requirements for static discharge wicks are shown in Figure 214 in this section. Refer to Chapter 23, Static Discharging - Maintenance Practices for more required static discharging procedures.
C.
Poor electrical bonding can cause or contribute to a variety of operational problems in electrical, avionics, and communication systems, such as complete failure, reduced performance, or electromagnetic interference (EMI), or radio frequency interference (RFI) with navigation and communication systems.
D.
Maintenance personnel must follow recommended practices for establishing, remaking, testing, and protecting electrical bonds, particularly during routine maintenance activities. NOTE: (1) (2) (3)
2.
If a component is moved or the bond of an installed component is otherwise broken, the resistance of the connection must be verified again after installation.
Removal and installation of avionics and electrical equipment and mounting trays. Assembly and reassembly of supporting structure for avionics or electrical equipment. Reinstallation of control surfaces and removable fairings (including radome and stinger).
Definitions A.
In this section, the applicable definitions are as follows: (1) Method A (nonconductive) bonding is the usual method to seal the surfaces. This is done by cleaning a surface area that is larger than the connector that will be installed. A fillet seal of nonconductive sealant is then applied on and around the connector and the metal bonding surface. To make sure that the finish is nonconductive, it is necessary that you use a microohmmeter to do an electrical bonding test. (a) The cleaned area must be between 0.063 inch (1.59 mm) and 0.250 inch (6.35 mm) more than the connector. (b) The sealant must not be applied on screws, rivets, or other mounting hardware. (2) Method B (conductive) bonding is a different method to seal the surfaces. This is done by cleaning a surface area that is smaller than the connector that will be installed. A fay seal of conductive sealant is then applied between the connector and the metal bonding surface. (a) The cleaned area must not be more than, and not less than, the diameter of the contact area. (b) The sealant must be applied between the connector and the bonding surface. (c) The sealant on and around the bonding must then be removed (cleaned). (3) Bond (Electrical) - A fixed union existing between two objects that provides good electrical conductivity due to a low-resistance path between the objects. (4) Bonding (Electrical) - The process of making the necessary connections to provide good electrical conductivity between units or between unit and airplane ground. (5) Ground - The common connection of the electrical circuits of a system or subsystem to a conductive medium (airplane primary structure) that becomes a common reference plane for all voltage potentials in the airplane. (6) Grounding - The process of making the necessary connection(s) to provide a ground for an electrical, electronic, or radio frequency circuit. (7) Primary structure - Load carrying members of the airframe, such as bulkheads, ribs, webs, and stringers, extending through two or more bulkheads or ribs. All primary structure is considered to be airplane ground. (8) Secondary structure - Sheet metal or extruded metal parts attached to primary structure (or to secondary structure that is ultimately attached to primary structure) in at least two places by structural fasteners or by three or more rivets on each location.
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3.
Hardware and Material Usage A.
The hardware and materials that are recommended to be used and those that are not to be used for electrical bonding are shown in the tables that follow:
Table 201. Cleaning Material Aluminum Wool Sandpaper Stainless Steel Wool Aluminum Oxide Cloth, High Purity Bonding Rotary Brush P-D-680 Solvent Table 202. Bolts, Nuts, and Screws Cadmium Plated Steel
Recommended for all areas other than engine compartment and fuel system.
Corrosion Resistant Steel
Recommended for engine compartment and fuel system.
Aluminum
Recommended for all areas other than engine compartment.
Self-Tapping Screws
Not to be used for bonding application.
Zinc Plated Screws
Not to be used for bonding application.
Spring, Self-Locking, Clip-in Instrument Mounting Nut
Not to be used for bonding application.
Wing Nuts
Not to be used for bonding application.
Table 203. Washers Anodized
Not to be used for bonding application.
Zinc Plated
Not to be used for bonding application.
Unplated
Not to be used for bonding application.
NAS1149, MS35337, MS35339
Recommended for bonding in all areas.
Tooth Lock Washer
Not to be used for bonding application.
Table 204. Bonding Jumpers MS25083
Recommended for bonding in all areas, other than fuel tanks.
On Aluminum Alloys
Use aluminum or MS25083 tinned copper jumpers.
On Steel Alloys
Use MS25083 copper, brass or bronze tinned coated jumpers only.
In Fuel System
Use S2876 aluminum only.
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Table 205. Clamps AN735
Recommended for bonding in all areas.
Cushion Clamps
Not to be used for bonding applications.
AN742
Not to be used for bonding applications.
Table 206. Nutplates Cadmium and Silver Plated (Floating or Nonfloating)
Recommended for direct bonding applications.
Nonmetallic Insert, Dry Film Lube-Type
Not to be used for direct bonding applications.
Table 207. Low-Resistance Test Set (Bonding Meter) Keithley Model 580 Micro-Ohmmeter (or Equivalent)
Keithley Instruments, Inc. Instrument Division 28775 Aurora Road Cleveland, OH 44139
Megohmmeter Model 2850 (or Equivalent)
Associated Research, Inc. 3773 West Belmont Ave. Chicago, IL 60618
Table 208. Permanent Ground Studs VNS1924CA3-1-8
Recommended for permanent ground bonding in all areas.
Table 209. Permanent Ground Stud Pulling Head Adapter VST1116-10 VST1116-8
4.
Voi-Shan 8463 Higuera Street Culver City, CA 90232-0512
Bonding Surface Cleaning NOTE:
If you can bond through the fasteners, it is recommended that you use Method B to install static wicks. If you cannot bond through the fasteners, it is necessary that you use Method B to install static wicks.
NOTE:
Bonds between two metal surfaces and bonding jumper attachment points must be free of insulating material, such as paint, primer, grease, oil, and materials that prevent corrosion. A clean area is needed to make sure there is an adequate bond and to help get resistance measurements. The cleaned surface must be a clean and smooth finish that has not had too much material removed under the protective finish.
A.
Method A (nonconductive) Surface Cleaning (1) Clean the bonding surface area that is larger than the connector to be installed. (a) Make sure that the cleaned area is between 0.063 inch (1.59 mm) and 0.250 inch (6.35 mm) more than the connector.
B.
Method B (Conductive) Surface Cleaning (1) Clean the bonding surface area that is smaller than the connector to be installed.
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MODEL 208 MAINTENANCE MANUAL (2) C.
A fay seal of conductive Type XV, Class B sealant is then applied between the metal surfaces.
Method A Steel and Aluminum Surface Cleaning (1) Use medium Roloc surface condition disc pads (Scotchbrite) or medium EXL wheel 6A (Scotchbrite) that is no more than 0.50 inch (12.7 mm) larger than the diameter of the bonding surface of the connector.
(2) (3)
NOTE:
You are permitted to use 400 through 600 grit emery paper or cloth, or an equivalent fine sandpaper and/or aluminum oxide paper or cloth, stainless steel wool, or a stainless steel or monel bonding brush.
NOTE:
You can use aluminum wool only on aluminum.
Use IPA, MPK, or equivalent to clean the bonding surfaces. To clean aluminum that is not for a bonding jumper, make sure that the bonding surface is between 0.50 inch (12.7 mm) and 0.250 inch (6.35 mm) more than the connector. NOTE:
(4) (5)
To attach a bonding jumper, clean the bonding surface area to 150 percent of the diameter of the bonding jumper terminal. For bare aluminum, before an electrical bond is made, apply a chemical film treatment to the bonding surface. NOTE:
D.
This will give the bond electrical and some corrosion protection.
Method B Steel and Aluminum Surface Cleaning (1) Use medium Roloc surface condition disc pads (Scotchbrite) or medium EXL wheel 6A (Scotchbrite) that is no larger than the diameter of the bonding surface of the connector.
(2) (3)
NOTE:
You are permitted to use 400 through 600 grit emery paper or cloth, or an equivalent fine sandpaper and/or aluminum oxide paper or cloth, stainless steel wool, or a stainless steel or monel bonding brush.
NOTE:
You can use aluminum wool only on aluminum.
Use IPA, MPK, or equivalent to clean the bonding surfaces. To clean aluminum that is not for a bonding jumper, make sure that the bonding surface is no larger than the diameter, but no smaller than 50 percent of the bonding surface of the connector. NOTE:
(4)
If the cleaned area is larger than the diameter of the bonding surface, the surface must be primed, dried, then cleaned again.
For bare aluminum, before an electrical bond is made, apply a chemical film treatment to the bonding surface. NOTE:
E.
If the cleaned area is more than 0.50 inch (12.7 mm) more than the connector, you must apply primer, let it dry, then clean it again.
This will give the bond electrical and some corrosion protection.
Method A Magnesium Surface Cleaning
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CAUTION: Do not use steel wool, stainless steel wool, or aluminum wool to clean magnesium alloys. (1)
Use medium Roloc surface condition disc pads (Scotchbrite) or medium EXL wheel 6A (Scotchbrite) that is no larger and no smaller than the diameter of the bonding surface of the connector. NOTE:
(2) F.
You are permitted to use 400 through 600 grit emery paper or cloth, or an equivalent fine sandpaper.
Use IPA, MPK, or equivalent to clean the bonding surfaces.
Method B Magnesium Surface Cleaning
CAUTION: Do not use steel wool, stainless steel wool, or aluminum wool to clean magnesium alloys. (1)
Use medium Roloc surface condition disc pads (Scotchbrite) or medium EXL wheel 6A (Scotchbrite) that is no larger and no smaller than the diameter of the bonding surface of the connector. NOTE:
(2) 5.
You are permitted to use 400 through 600 grit emery paper or cloth, or an equivalent fine sandpaper.
Use IPA, MPK, or equivalent to clean the bonding surfaces.
Protective Coating Sealing NOTE:
Although you must apply a corrosion inhibitor to seal the perimeter of some electrical bonds after they are assembled, some electrical bonds must have a finish applied before you can apply the corrosion inhibitor.
NOTE:
Method A (nonconductive) Sealing is done after the electrical bond is assembled. To make sure that the finish is nonconductive, it is necessary that you use a micro-ohmmeter to do an electrical bonding test.
NOTE:
Method B (conductive) Sealing is done during the electrical bond assembly.
A.
All bonded surfaces requiring protective coating must be refinished per the original finish or color chemical film treated within as short a time as possible. Refinishing within a 24-hour period is highly recommended.
B.
Sealant as Protective Coatings (1) Do not use sealants as a protective coating on bulkhead electrical connectors in the pressure vessel (unless required for pressure seal). (2) Do not apply sealants to equipment racks and equipment mounting surfaces. (3) Do not apply sealants to stud-type ground blocks. (4) Do not use sealants as a protective coating to feed-thru plates (unless required for the pressure seal). NOTE:
In areas where the surface already has chemical film applied, such as feed-thru plates on pressure bulkheads, it is not required to remove this finish and reapply chemical film to achieve bonding unless the bonding requirements cannot be met.
NOTE:
A cleaned area must not be refinished until the electrical bond connection has been inspected and approved.
NOTE:
Bonding jumpers do not need painting.
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MODEL 208 MAINTENANCE MANUAL C.
Method A (Nonconductive) Sealing
WARNING: Do not use conductive sealant in fuel tanks. Use only nonconductive sealants that are approved for use in fuel tanks. The metal material in the conductive sealant can create a spark (arcing) in the fuel tank. NOTE:
For Method A sealing, it is recommended that you use corrosion-inhibitive polysulfidebased sealant.
NOTE:
If you can bond through the fasteners, it is recommended that you use Method B to install static wicks. If you cannot bond through the fasteners, it is necessary that you use Method B to install static wicks.
(1)
(2)
(3)
D.
Method A sealing is applicable to use in the areas that follow: • Feed-thru connectors out of the pressure vessels • All electrical bonding in the fuel tanks • Surface-mounted ground blocks where the fayed surface must be removed for electrical bonding • Ground studs out of the pressurized area • Bonding jumpers and straps out of the pressurized area For Method A sealing, you can use one of the sealants that follow: • Type X, Class B sealant (for all but in fuel tank areas) • Type I, Class B sealant (Polysulfide–based fuel, weather, and pressure sealant) • Type V, Class A sealant (RTV silicone sealant) • Type V, Class B sealant (RTV silicone sealant) Apply a fillet seal on and around the connector and the metal bonding surface. (a) To make sure that the finish is nonconductive, it is necessary that you use a micro-ohmmeter to do an electrical bonding test. (b) Do not apply sealant on screws, rivets, or other mounting hardware. (c) Make sure that the sealant is applied between 0.063 and 0.125 inch (1.6 and 3.2 mm) larger than the cleaned area.
Method B (Conductive) Sealing
WARNING: Do not use conductive sealant in fuel tanks. Use only nonconductive sealants that are approved for use in fuel tanks. The metal material in the conductive sealant can create a spark (arcing) in the fuel tank. NOTE:
For Method B sealing, you must use corrosion-inhibitive polysulfide-based sealant.
NOTE:
If you can bond through the fasteners, it is recommended that you use Method B to install static wicks. If you cannot bond through the fasteners, it is necessary that you use Method B to install static wicks.
(1)
(2)
Method B sealing is applicable to use in the areas that follow: • Feed-thru connectors out of the pressure vessels • Surface-mounted ground blocks where the fayed surface must be removed for electrical bonding • Ground studs out of the pressurized area • Bonding jumpers and straps out of the pressurized area Use Type XV, Class B conductive sealant to apply a fillet seal on and around the bonding surface and the connector. (a) Do not use this sealant in fuel tank areas. (b) Make sure that the area of the sealant is no larger than the bonding surface of the connector.
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MODEL 208 MAINTENANCE MANUAL (c) 6.
Clean all sealant off of the area that is more than permitted.
Electrical Bonding Test A.
Electrical Bonding Criteria (1) Bonding to primary structure (grounding) - Do this type of bonding only after the resistance between the bonded object and primary structure has been measured with a low-resistance test set (bonding meter) and found to be no more than the maximum allowable resistance for that application. For typical resistance values, refer to Table 210. NOTE:
(2)
B.
Bonding one object to another - This type of bonding must be considered satisfactory only after the resistance between the objects has been measured with a bonding meter and found to be no more than the maximum allowable resistance for that application.
Using a Low-Resistance Test Set (Bonding Meter) (1) Follow manufacturers instructions included with test set for setup, operation, and reading of test set display. (2) Place or connect the probes on bare metal surfaces. (3) The probes should be placed as close as possible to the bonding area, preferably within six inches along surface of the object or structural member. (4) If it is necessary to remove paint or primer from a surface in order to provide good probe contact, apply the original (or equivalent) finish after an electrical bonding test. NOTE:
C.
7.
In many cases the object to be grounded is mounted on or attached to secondary structure, or otherwise separated from direct contact with primary structure. Grounding depends on both the satisfactory bonding of the mounting tray to secondary structure, and of the secondary structure to primary structure. The electrical bonding test is then done to measure resistance across each bond to identify the source(s) of poor grounding.
To make sure that the finish is nonconductive, it is necessary that you use a microohmmeter to do an electrical bonding test.
Electrical Bonding Test of Composite Panels (1) Leave out or remove one screw per 4 lineal feet of panel edge. (2) Make sure that countersink is free of paint or other insulating material. (3) Do the electrical bonding test between countersink(s) and primary structure.
Electrical Bond Type (Class) A.
Electrical Bond Classes NOTE: (1) (2)
(3) (4)
The classes of electrical bonds are given in accordance to the type of material that is bonded together and the method used to bond the materials.
Type I usually applies to metallic components bonded together with direct metal to metal contact. Some examples are riveted skin bonds, equipment racks, and bulkhead connectors. These components will have a requirement of less than 0.0025 ohm maximum. Type II usually applies to aluminum or steel components (i.e., landing gear, doors, and/or airplane structure) bonded together electrically by bonding jumpers, but can also be used when applied to bonds with multiple metal to metal contacts, such as, radome diverter strips to airplane structure or antennas mounted on metal fairings to the airplane structure with a requirement of less than 0.005 ohms. Type III usually applies to adhesively bonded aluminum components bonded together electrically by bonding jumpers with a requirement of less than 0.005 ohms. Type IV usually applies to connections between expanded aluminum mesh (or similar material) and the airframe through bonding jumpers and clips with a requirement of less than 0.005 ohms.
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MODEL 208 MAINTENANCE MANUAL (5) (6) (7) (8)
(9) (10)
(11)
(12) (13)
Type V usually applies to connections between conductive composite structure, such as, Carbon Fiber Composite (Graphite), and its metallic attachment hardware with a requirement of less than 0.005 ohms. Type VI usually applies to connections for P-static protection between composite materials and metallic airplane structure with a requirement of less than 100,000 ohms. Type VI-A usually applies to connections for P-static protection between P-static paint and a high-resistive, low-conductive gasket used in nonconductive fuel doors and the airplane structure with a requirement of less than 10,000,000 ohms Type VII usually applies to connections for P-static protection between nonconductive materials used in radomes or electrically-heated windshields and their metallic attachment hardware and/ or airplane structure with a requirement of 1,000,000 ohms, but not more than 100,000,000 ohms. Type VIII usually applies to connections for low conductive gaskets and metallic airplane structure with a requirement of 1,000,000 ohms or greater. Type IX usually applies to connections for hydraulic and fuel lines and tubes, metallic tubing, seat frames (nonelectrical components) and electrical switches, circuit breakers, and ducts bonded to the airplane structure by different means, such as, clamps or attachment screws. Because this type includes many different installations, the maximum permitted resistance value can be different from one installation to another. These differences are specified in Table 210. Type X usually applies to connections for different fuel system hardware, such as, fuel filler nozzle, fuel vents, and fuel gages. Because this type includes many different installations, the maximum permitted resistance value can be different from one installation to another. These differences are specified in Table 210. Type XI usually applies to connections for flaps, slats, piano hinged surfaces, and roller bearing surfaces. This type includes several different installations. The maximum permitted resistance will be different from one installation to another. These differences are specified in Table 210. Type XII usually applies to return-path grounds. This is for ground studs installed in metal airplane structures. Refer to Table 210.
Table 210. Typical Resistance Values OBJECT TO BE BONDED
METHOD OF BONDING
MAXIMUM ALLOWABLE RESISTANCE VALUE (Ohms)
BOND TYPE (CLASS)
All electrical and electronic equipment ground return bonds to basic structure
Direct metal case to structure
0.0025
I
0.005
II
Antenna base
Metal base to metal fuselage through fasteners
0.0025
I
Metal base to metal screen or expanded metal
0.05
IV
Metal base to composite fairing through fasteners
0.5
V
Battery box to basic structure
Direct metal case to structure
0.0025
I
Bulkhead feed-thru connectors
Metal to metal
0.0025
I
Cable bundle shields
Direct attachment to connector backshell
0.0025
I
Electric trim (actuator assembly)
Direct metal to metal
0.0025
I
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MODEL 208 MAINTENANCE MANUAL Table 210. Typical Resistance Values (continued) OBJECT TO BE BONDED
METHOD OF BONDING
MAXIMUM ALLOWABLE RESISTANCE VALUE (Ohms)
BOND TYPE (CLASS)
Electrical devices to enclosure
Direct attachment through attachment hardware or bonding jumper
0.0025
I
Electrical motors to adjacent structure
Direct metal to metal
0.0025
I
Engine to nacelle structure bond
Direct attachment by fasteners (metal nacelle)
0.0025
I
Honeycomb panel assemblies
Direct metal to metal attachment by fasteners
0.0025
I
Instrument panels to stationary panel
Direct metal to metal attachment by fasteners
0.0025
I
Instruments
Direct metal to metal
0.0025
I
Radio racks, shelves and brackets to adjacent primary structure
Direct metal to metal
0.0025
I
Radome external diverter strips
Attachment to radome frame
0.0025
I
RFI noise filters (across joint)
Direct metal to metal
0.0025
I
Rivet skin joints and breaks (across joint) or structural joints or breaks (across joint)
Direct metal to metal
0.0025
I
Servos amplifier, gaging equipment instruments, etc.
Direct metal to metal
0.0025
I
Side console and electrical equipment panels to basic structure
Direct metal to metal by fasteners
0.0025
I
Starters, generator and alternator grounds (case to engine frame)
Direct metal case to structure
0.0025
I
Static wicks (metal surface)
Direct metal to metal attachment by fasteners
0.0025
I
Stationary instrument panels to primary structure
Direct metal to metal by fasteners
0.0025
I
Structural joints or breaks (across joint)
Direct metal to metal
0.0025
I
Wing tie down and ground point
Attachment through fasteners
0.0025
I
Wing to fuselage
Direct metal to metal or attachment bolts
0.0025
I
Wire Bundle Shields
Direct attachment to backshell
0.0025
I
0.005
II
All electrical and electronic equipment ground return bonds to basic structure
Bonding jumper to structure
0.005
II
Baggage/Avionics compartment door
Bonding jumper across hinge
0.005
II
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MODEL 208 MAINTENANCE MANUAL Table 210. Typical Resistance Values (continued) OBJECT TO BE BONDED
METHOD OF BONDING
MAXIMUM ALLOWABLE RESISTANCE VALUE (Ohms)
BOND TYPE (CLASS)
Battery box cover
Fastener to battery box
0.005
II
Bearings (roller and ball) Piano hinged surfaces
Bonding jumper
0.005
II
Cable bundle shields
Bonding jumper
0.005
II
Composite aileron
Bonding jumper across hinge or graphite structure or embedded metal screen/mesh to airplane structure
0.005
II
0.5
V
0.05
IV
Bonding jumper across hinge or graphite structure or embedded metal screen/mesh to airplane structure
0.005
II
0.5
V
0.05
IV
Bonding jumper across actuator or roller/track (loaded configuration)
0.005
II
0.5
XI
0.5
V
Bonding jumper across hinge or graphite structure or embedded metal screen/mesh to airplane structure
0.005
II
0.5
V
0.05
IV
Doors and Inspection plates
Fastener to airplane structure
0.005
II
Electric trim (actuator assembly)
Direct metal to metal or bonding jumper
0.0025
I
0.005
II
Electrical devices to enclosure
Bonding jumper
0.005
II
Electrical motors to adjacent structure
Bonding jumper
0.0025
I
0.005
II
Composite elevator
Composite flap
Composite rudder
Engine
Bonding jumper across mount
0.005
II
Honeycomb panel assemblies
Direct metal to metal attachment by fasteners or by bonding agent
0.0025
I
0.005
II
Instruments
Bonding jumper
0.005
II
Landing gear
Bonding jumper
0.005
II
Landing gear doors
Bonding jumper across hinge
0.005
II
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MODEL 208 MAINTENANCE MANUAL Table 210. Typical Resistance Values (continued) OBJECT TO BE BONDED
METHOD OF BONDING
MAXIMUM ALLOWABLE RESISTANCE VALUE (Ohms)
BOND TYPE (CLASS)
Metal aileron
Bonding jumper across hinge
0.005
II
Metal cowls - removable
Fastener to engine frame
0.005
II
Metal elevator
Bonding jumper across hinge
0.005
II
Metal flap
Bonding jumper across actuator or roller/track (loaded configuration)
0.005
II
0.5
XI
Metal nacelle
Fastener to engine frame
0.005
II
Metal rudder
Bonding jumper across hinge
0.005
II
Nose wheel doors
Bonding jumper across hinge
0.005
II
Panel feed-thru plates
Direct metal to adhesively bonded honeycomb or bonding jumper
0.03
III
0.005
II
Radome external diverter strips
Attachment to radome frame
0.005
II
Radome
Diverter strips through radome frame to airplane by attachment hardware
0.010
II (NOTE: This measurement involves multiple bond paths. Therefore, the allowable resistance value is twice standard Type II)
Servos amplifier, gaging equipment instruments, etc.
Bonding jumper
0.005
II
Spoiler
Bonding jumper across hinge or directly through hinge
0.005
II
Trim tab
Bonding jumper across hinge
0.005
II
Wire Bundle Shields
Bonding jumper to structure
0.005
II
Panel feed-thru plates
Direct metal to adhesively bonded honeycomb
0.03
III
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MODEL 208 MAINTENANCE MANUAL Table 210. Typical Resistance Values (continued) METHOD OF BONDING
MAXIMUM ALLOWABLE RESISTANCE VALUE (Ohms)
BOND TYPE (CLASS)
Composite aileron
Embedded metal screen/mesh to airplane structure
0.05
IV
Composite elevator
Embedded metal screen/mesh to airplane structure
0.05
IV
Composite rudder
Embedded metal screen/mesh to airplane structure
0.05
IV
Antenna base
Metal base to composite fairing through fasteners
0.05
V
Composite aileron
Graphite composite to airplane structure
0.5
V
Composite cowls - removable
Fastener to engine frame
0.5
V
Composite elevator
Graphite composite to airplane structure
0.5
V
Composite flap
Graphite composite to airplane structure
0.5
V
Composite nacelle
Fastener to engine frame
0.5
V
Composite rudder
Graphite composite to airplane structure
0.5
V
Engine to nacelle structure bond
Direct attachment by fasteners (composite nacelle)
0.5
V
Static wicks (composite surface)
Direct metal to composite surface and attachment by fasteners
0.5
V
Control cables and rods to movable surfaces equipment
Bonding through attachment hardware
0.01
IX
Electrical switches, circuit breakers and potentiometer in circuits exceeding 50 volts
Direct attachment through hardware
0.10
IX
Hydraulic cylinders
Direct metal to metal or bonding jumper
0.01
IX
Metal ducts
Direct metal to metal and attachment anchors
0.005
IX
Metal ducts (nonelectrical: rigid and flexible)
Bonding through clamp and attachment hardware
1.0
IX
Metallic tubing
Cable runs which terminate in a direct metal to metal contact
1.0
IX
Metallic tubing
Direct metal to metal
0.0025
I
OBJECT TO BE BONDED
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MODEL 208 MAINTENANCE MANUAL Table 210. Typical Resistance Values (continued) METHOD OF BONDING
MAXIMUM ALLOWABLE RESISTANCE VALUE (Ohms)
BOND TYPE (CLASS)
Metallic tube wiggins fittings
Feed-thru hardware and attachment anchors
0.1
IX
Oil and Anti-Ice tank
Attachment through fasteners
0.1
IX
Oxygen cylinders
Direct metal to metal or bonding jumper
0.01
IX
Radiators and heat exchangers
Bonding through attachment hardware
0.01
IX
Seat frame
Attachment through fasteners
0.01
IX
Shock mounts
Direct metal to metal through attachment hardware
0.01
IX
Fuel filler nozzle
Attachment through fasteners
0.005
X
Fuel nozzle jumper ground receptacle
Attachment through fasteners
0.003
X
Fuel vents scoops
Attachment through fasteners
0.005
X
Bearings (roller and ball) Piano hinged surfaces
Metal to metal through bearing or hinge
0.01
XI
Composite flap
Roller/track (loaded configuration)
0.5
XI
Metal flap
Roller/track (loaded configuration)
0.5
XI
Slats
Roller/track (loaded configuration)
0.5
XI
Hoods and canopies
Not applicable
Not required
Not required
Ground Studs
Base of the ground stud to the aircraft structure
0.0005
XII
OBJECT TO BE BONDED
8.
Bonding Requirements A.
Current Path Return Bonds (1) Current return bonds are those required to complete the ground return path to the battery and/ or the power generator source for all electrical and avionics equipment. This type of bond is accomplished with a standard hook-up wire. The location of the ground bond connection should be to primary structure. In some cases where the equipment is internally case grounded, current return may be accomplished by direct bonding of the surfaces and through the mounting hardware. (2) If the bonding surface resistance permitted in Table 210 cannot be met by direct surface bonding, then the equipment or component in question must be bonded by a bolted bonding jumper.
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MODEL 208 MAINTENANCE MANUAL B.
Radio Frequency and Static Bonds (1) All electrical and electronic equipment and/or components should be installed in a manner to provide a continuous low-impedance path from the equipment enclosure to airplane primary structure. (2) All metallic pipes, tubes and hoses carrying fluids in motion should be bonded to basic structure. (3) Table 210 includes equipment and areas of radio frequency and static bonds. (4) All control surfaces should have a bonding jumper between the airframe and the control surface. Where necessary, additional jumpers should be used between the control surface and structure to achieve the resistance level. A piano-type hinge may be considered as self- bonded, provided the resistance across the hinge halves is satisfactory. (5) All conducting items, such as metal lines and/or tubing carrying fluids or air in motion having a linear dimension of 24 inches or more and installed within one foot of unshielded transmitting antenna lead-ins should have a bond to structure. Refer to bonding of pipes and tubing.
C.
Shock Hazard and Lightning Protection Bonds (1) If the requirements of current path return bonds and radio frequency and static bonds have been successfully accomplished, then shock hazard and lightning protection bonds have been partially fulfilled. (2) Shock hazard pertaining to exposed conducting frames or surfaces (such as elevators, flaps, trim tabs) or parts of electrical or electronic equipment must have a low- resistance bond to primary structure. (3) Lightning protection is the bonding of cover assemblies, such as fuel fillers, fuel vents, pitot tubes, radome, plastic and fiberglass surfaces and control surfaces. (4) Typical resistance values are shown in Table 210.
D.
Bonding in Hazard Areas (1) To eliminate any possible source of ignition in areas prone to explosion or fire hazards, do not add any new bonding installations in hazard areas. NOTE:
E.
Bonding Verification (1) For Type I through Type V, a small area of the protective finish must be removed or omitted to allow each probe to make electrical contact with the metallic or conductive composite surface. These test areas should be in close proximity to each other on adjacent sections of the airplane. On large panels it is recommended to do several tests approximately 4 feet (1.22 m) apart. (2) Electrical bonding test for composite panels is to be performed at clean screw countersink to metallic structure.
(3)
F.
Current return grounds must be avoided in fuel vapor areas.
NOTE:
To make sure that the finish is nonconductive, it is necessary that you use a microohmmeter to do an electrical bonding test.
NOTE:
Upon completion of the electrical bonding test, the metallic surface must be refinished to protect from corrosion.
For Type VI thru VIII the bond between antistatic paint and metallic attachment hardware is measured using a megohmmeter. A piece of metallic tape is placed directly on the antistatic paint approximately 1.0 inch (25.4 mm) away from attachment hardware. The measurement is accomplished by attaching one probe to the metallic tape and the other probe to the metallic hardware. The measurement should be made with the megohmmeter placed on the 500 volt setting.
Bonding Connection (1) Bonding connections must be installed so vibration, expansion, contraction or relative movement, incident to normal service use, will not break or loosen the connection to the extent that resistance will vary during the movement. (a) Bonding connections must be located in a protected area and whenever possible near an inspection door or an accessible location to permit inspection or replacement.
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MODEL 208 MAINTENANCE MANUAL (b)
Parts must be bonded directly to the primary structure, rather than through other bonded parts, such as plumbing, conduits, etc. (c) All parts must be bonded to the primary structure with as short a lead as possible. (d) Bonding jumpers must be installed so that movable components are not impeded in their operation by the jumper. (e) Bonding connections must not be made by compression fastened through nonmetallic materials. (f) All bonding surfaces must be cleaned prior to installation of bond joint. (g) All nuts used in bonding must be of the all metal self-locking type (no nonmetallic inserts). (h) Radio frequency current returns must not be made through magnesium alloys. (i) Solder joints alone must not be used for bonding parts that are subject to movement and/or vibration. (j) All electrical bonding must be accomplished without affecting the structural integrity of the airframe. (k) Nonmetallic inserts or dry film lube nutplates must not be used for bonding application, such as antenna installation. (l) All AC ground returns must be connected separate from DC ground returns. (m) Shielded wire grounds must be attached directly to the primary structure unless otherwise noted. (n) Where possible, multiple bonding jumpers or dual system grounds (left system and right system) must not be connected to the same ground point on the primary structure. (o) Electrical bonding procedure must not reduce corrosion protection of bonded objects. NOTE: 9.
Apply sealant or corrosion resistant primer to bare metal for corrosion protection.
Bonding Methods A.
The following bonding methods are provided to accomplish satisfactory bonds on the airplane. In most cases, a single method will satisfy the requirements, while in others it may be necessary to use more than one method. (1) Typical Bolted Bonding Jumper Installation (a) All bolted type jumpers should be as shown in Figure 201 and Figure 202. All jumper connections are made with number eight screws. Number six screws are used where edge distance will not permit the use of number eight screws. (2) Bonding by Riveted and/or Bolted Skin Construction (a) Close riveted and/or bolted skin construction is considered an adequate bond, provided the resistance value between bonding surfaces is 0.0025 ohm or less for current path return areas and 0.005 ohm for other areas. (b) When bonding by riveted and/or bolted skin construction only is not possible, bonding as shown in Figure 203 and Figure 204 should be done. (3) Bonding by Riveted and/or Bolted Bracket and Angle Construction (a) Close riveted and/or bolted bracket and angle construction is considered to be an adequate bond provided the resistance value across bonding surfaces is 0.005 ohm or less. (b) If the bracket and angle construction is used for current return path, then the resistance value across bonding surfaces and to primary structure must be 0.0025 ohm or less. (c) Areas not meeting the requirements noted above must be bonded in accordance with Figure 205 or by adding a bonding jumper across each joint to the primary structure. (4) Bonding of Pipes and Tubing (a) Metallic pipes and tubes supported with clean metal clamps to a metal structure member is thought to be a sufficient bond if the resistance value between the pipe or tube and primary structure is 0.1 ohm or less, except for inline Wiggins couplings, which are 1.0 ohm or less. Lines not meeting this requirement must be bonded as shown in Figure 206 and Figure 207. (b) Metallic tubing routed from a valve through the airplane structure is a sufficient bond if the resistance value between the tubing and the airplane structure is 1.0 ohm or less. The resistance value between the bulkhead fitting or the valve to the airplane structure must be 0.0025 ohm or less. Refer to Figure 213.
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MODEL 208 MAINTENANCE MANUAL (5)
(6)
Typical Access Panel or Door (a) Fastening hardware such as screws, latches, and hinges are considered sufficient bonding for access panels and doors if the resistance value to the structure is 0.005 ohm or less. Refer to Figure 208. Typical Antenna Bonding Installation (a) Fastening hardware, such as screws, nuts and nutplates, are considered adequate bonding for radio antennas, such as ADF loop, marker beacon, NAV, COM, etc., provided the fasteners have a direct contact with the metal base of the antenna and the fasteners are used in conjunction with nutplates or attachment hardware which are riveted into the structure of the airplane. (b) It is critical that all finishes which are nonconducting are removed from the interfacing contact area of the countersink and fastening hardware; however, it is usually not required to remove the finishes from the antenna mounting flange or bearing surface, providing the antenna meets the resistance value to structure as defined in Table 210. NOTE: (c) (d)
To make sure that the finish is nonconductive, it is necessary that you use a micro-ohmmeter to do an electrical bonding test.
If the bonding requirement cannot be met by the above procedure, it may be required to remove the finishes from both the antenna flange and the airplane mounting surface. If an antenna is mounted on a composite fairing, it may be required to remove the finishes from the antenna flange and clean the composite surface down to the outer layer. NOTE:
The outer layer will usually be the lightning protection material and care must be taken not to sand through the layer and conductive sealant used in conduction with the fasteners to achieve the bond.
(e)
(7)
On antennas not meeting the requirements noted above, refer to Figure 209 and, if necessary, do the bonding as follows: 1 The bearing surface between the mounting screw head and antenna metal insert must be clean, free of paint and all insulating material. This must be done on at least 25 percent of the total mounting screws used for the installation of the antenna. 2 Screw head, nut and/or nutplate structure bearing surface must be clean and bonded by riveted and/or bolted skin construction. If required, the antenna mounting doubler must be bonded to basic structure by the same method. Ground Studs
NOTE:
If ground stud is positioned where it will be exposed to moisture, such as in wheel well, RTV 108 sealant must be used to seal ground stud.
(a)
(8)
It is recommended to attach single ground wires to permanently installed ground studs rather than attach them to primary structure with removable screws. The stud must be correctly bonded to the primary structure and sealed for a permanent installation. The ground wires can then be attached to and removed from the stud with no effect to the bond. Refer to Figure 210, Figure 211, and Figure 212. Static Wicks NOTE:
(a)
If you can bond through the fasteners, it is recommended that you use Method B to install static wicks. If you cannot bond through the fasteners, it is necessary that you use Method B to install static wicks.
Some electrical bonding requirements for bonding static wicks are shown in Figure 214. Refer to Chapter 23, Static Discharging - Maintenance Practices for more required static discharging procedures.
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10.
Bonding Protection A.
Bonding protection preserves the integrity of the electrical bond by preventing the entry of water, dirt, grease, oil, and corrosion between the bonded surfaces. It also prevents corrosion damage to structure.
B.
Finish (1) All bonded surfaces requiring protective coating must be brushed chem film and refinished per the original finish within as short a time as possible. (2) Refinishing within a 24-hour period is highly recommended. The surface should be brought back to original condition. (3) Sealants are not recommended in the areas that follow: (a) Bulkhead connectors within the pressure vessel (unless required for pressure seal). (b) Equipment racks and equipment mounting surfaces. (c) Stud-type grounding blocks. (d) Feed-thru plates (unless required for pressure seal). (4) In areas where the surface already has chem film applied (i.e., feed-thru plates on aft and mid pressure bulkheads, etc.), it is not required to remove this finish and reapply chem film to achieve the bonding unless the bonding requirement cannot be met. (5) The cleaned area must not be refinished until the electrical bond connection has been inspected and approved. (6) Bonding jumpers do not need to be painted.
C.
Sealing (1) Fillet seal the perimeter of all electrical bonding areas with Type I, or Type V, Class C sealant. (Refer to Fuel, Weather, Pressure, and High Temperature Sealing - Maintenance Practices.) (2) Some areas, but not necessarily all, where it is applicable to seal, are as follows: (a) Feed-thru connectors which are exposed to wide temperature changes, such as temperature changes outside the pressure vessel. (b) Any bonding surface required within the fuel cells. (c) Grounding blocks which require a large amount of the surface to be removed to achieve the electrical bond. (3) Apply the same type (or equivalent) of protective coating that was initially applied to bare areas remaining around the bonding area.
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Electrical Bonding - Typical Bonding Jumper Installation for Aluminum and Magnesium Alloys Figure 201 (Sheet 1)
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Electrical Bonding - Typical Bonding Jumper Installation for Steel and Titanium Alloys Figure 202 (Sheet 1)
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Electrical Bonding - Typical Bonding Joint Installation for Riveted Sheet Metal Construction Figure 203 (Sheet 1)
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Electrical Bonding - Typical Bonding Joint Installation Using Sheet Metal Screws Figure 204 (Sheet 1)
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Electrical Bonding - Typical Bonding Installation on Bracket and/or Angle Construction Figure 205 (Sheet 1)
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Electrical Bonding - Typical Bonding Jumper Installation of Plumbing to Structure Figure 206 (Sheet 1)
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Electrical Bonding - Typical Bonding Jumper Installation for Continuity of Plumbing Figure 207 (Sheet 1)
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Electrical Bonding - Typical Inspection Plate Bonding Figure 208 (Sheet 1)
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Electrical Bonding - Typical Antenna Bonding Figure 209 (Sheet 1)
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Electrical Bonding - Typical Permanent Ground Stud Installation Figure 210 (Sheet 1)
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Electrical Bonding - Cockpit Voice Recorder Removable Ground Stud Installation Figure 211 (Sheet 1)
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Electrical Bonding - Electrical and Avionic Ground Stud Installation Figure 212 (Sheet 1)
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Electrical Bonding - Typical Metallic Tubing Route with a Bulkhead Fitting and a Valve Figure 213 (Sheet 1)
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Electrical Bonding - Typical Static Wick Installation Figure 214 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
SOLVENTS, SEALANTS AND ADHESIVES - DESCRIPTION AND OPERATION 1.
2.
General A.
Solvents, sealants and adhesives are composed of a group of chemicals that often prove toxic. Anyone engaged in maintenance, repair and operation of airplane and airplane accessories may be exposed to these chemicals.
B.
To help avoid the effects of these toxic substances, work only in a clean, well-lit and well-ventilated area. Rubber gloves and protective clothing should be worn. Avoid breathing spray vapors as they are highly toxic.
C.
When working with toxic substances, always be alert for symptoms of poisoning. If symptoms are observed, immediate removal of the victim from the contaminated area is most important.
Description A.
For clarification, the description of solvents, sealants and adhesives are presented in individual paragraphs. (1) Solvents. (a) Solvents are composed of chemicals which are capable of dissolving other materials and are primarily used as a cleaning agent. Solvent cleaning should be used when it is not practical to clean parts by vapor degreasing or immersion in chemical cleaners. (2) Sealants. (a) Sealants are composed of chemical compounds which are primarily used as a seal against the passage of air and liquids. Classification of sealants are categorized by type according to their application. (3) Adhesives. (a) Adhesives are composed of a mixture of chemicals which make an adherent that is primarily used for bonding like or unlike materials, and are classified according to their application.
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MODEL 208 MAINTENANCE MANUAL GENERAL SOLVENTS/CLEANERS
-
MAINTENANCE PRACTICES
1.General A.
2.
Solvents are used in a wide range of cleaning activities and selected solvents can be used in the removal of oil, grease and dirt from objects without harm to metal, plastics or elastomeric parts. Refer to Tools, Equipment and Materials.
Tools, Equipment and Materials NOTE:
Equivalent substitutes may be used for the following items.
NAME
NUMBER
Detergent
MANUFACTURER
USE
Commercially available
General cleaning.
ScotchBrite Pads
Type A
3M Co. 3M Center St. Paul, MN 55101
Light abrasion of metal surfaces.
Sandpaper
320 Grit
Commercially available
Light abrasion of metal surfaces.
Rymple Cloth
Commercially available
Wiping cloth white, oil free, absorbent
Commercially available
Wiping and applying cleaning agents. Wiping and applying cleaning agents.
3.
Description A. Solvents exhibit a selective solvent action which permits its use in the removal of oil, grease or dirt. For selection of proper solvent, refer to Table 201. For the cleaning of metal, plastics or rubber, proceed as follows: (1) Metal. NOTE:
Prior to bonding or priming, lightly abrade surface with either a ScotchBrite pad or sandpaper prior to cleaning.
(a) Wipe off all excess oil, grease or dirt from surface. (b) Apply solvent to a clean cloth by pouring solvent on the cloth from a safety can or other approved container. The cloth should be well saturated but not to the point of dripping. (c) Wipe the surface with the moistened cloth as required to dissolve or loosen soil. Work on small enough area so the surface being cleaned remains wet. (d) With a clean dry cloth, immediately wipe the surface while the solvent is still wet. Do not allow the surface to evaporate dry. (e) Repeat steps (b) through (d) until there is no discoloration on the drying cloth. (2) Plastic or Rubber. NOTE:
If cleaning a bonding surface, lightly abrade the bonding surface with sandpaper prior to cleaning.
(a) Remove heavy soil from surface by washing with a water detergent solution. (b) Apply solvent to a clean cloth by pouring solvent onto cloth from a safety can or other approved container. The cloth should be well saturated but not to the point where dripping. (c) Wipe the surface with the moistened cloth as required to dissolve or loosen soil. Work on a small enough area so that the surface being clean remains wet. (d) Using a clean dry cloth, immediately wipe the surface while the surface is still wet. Do not allow the surface to evaporate dry. (e) Repeat steps (b) through (d) until there is no discoloration on the drying cloth.
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Table 201. General Solvents CLEANER/ SOLVENT
FEDERAL SPECIFICATION
TYPE CLASSIFICATION
USE/ DESCRIPTION FUNCTION
CAUTION/ WARNING
Dry
MILPRF-680
TypelI- 100'F 1 Type 1400 F
General cleaning solvent. Dry cleaning of textile materials. Grease removal.
FLAMMABLE.
IType Regular Type II - with dauber III Type Aerosol
Spot removing from fabrics. General cleaning solvent. Cleaning of assembled equipment.
USE WITH ADEQUATE VENTILATION. AVOID PROLONGED BREATHING OF VAPOR. AVOID PROLONGED CONTACT WITH SKIN.
ASTM 1-1-1 04126 Inhibited Technical Trichloroethane
Turco Seal Solvent Turco Products
Cleaning/Degreasing metal parts.
Penwalt 2331
Preparing metal plate for painting.
ACID ACTIVATED SOLVENT, DO NOT USE ON PLASTICS.
Use in soak tank to facilitate removal of carbon, gum, oil and other surface contaminants except rust or corrosion from engine and other metal parts.
REMOVES PAINT. AVOID CONTACT WITH SKIN.
Carbon Removing Compound
lilA
Cleaning Compound
P-C-535
Cleaning Compound, Unfinished Aluminum
MIL-C5410
Heavy duty electro cleaner used for removal of soils from ferrous metal surfaces prior to electroplating or other treatments. I Type Viscous Emulsion Type 11- Clear Liquid
-
Used full strength for overhaul of unfinished aluminum surfaces. Use full strength or diluted with mineral spirits and water for maintenance of airplane unfinished aluminum surfaces.
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MODEL 208 MAINTENANCE MANUAL Table 201. General Solvents (continued) CLEANER/ SOLVENT
FEDERAL SPECIFICATION
TYPE CLASSIFICATION
Trichloroethylene
ASTM D4080
Type I Regular Type -
USE/ DESCRIPTION FUNCTION
Cleaning of metal parts. Degreasing of metal parts. 11 Special purpose solvent. -
Vapor
Degreasing
CAUTION! WARNING
REMOVES PAINT AND DAMAGES PLASTICS. USE ONLY WITH ADEQUATE VENTILATION. HIGH CONCENTRATIONS OF VAPOR ARE ANESTHETIC AND DANGEROUS TO LIFE. VERY TOXIC. FLAMMABLE.
Polish, Metal Aluminum
MIL-P6888C
Type I - Liquid Type IIPaste
Metal polish for use on airplane aluminum surfaces.
Naphtha, Aliphatic
TT-N958
Type I TypellI
For use with organic DO NOT USE WITH coatings only. Cleaner for ACRYLIC PLASTICS. FLAMMABLE. VAPOR acrylic plastics and may be used in place of Type I HARMFUL. AVOID PROLONGED OR General cleaning agent. REPEATED BREATHING OR CONTACT WITH SKIN.
DeSoclean 110, 020K019
X547506
Isopropyl Alcohol
TT-1-735
Wax, Airplane, Waterproof Solvent Type
MIL-W18723C
Grade B -0.4% water
Paint and adhesive thinner, cleaning agent.
FLAMMABLE.
For use with organic coatings and as an anti-icing fluid. General Solvent for synthetic rubbers.
USE DISCRIMINATELY WITH ACRYLIC PLASTICS.
A waterproof wax that can be dissolved or dispersed with an organic solvent.
DO NOT USE SOLVENTS THAT MAY DAMAGE PAINT OR FINISH FOR REMOVAL OF WAX.
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MODEL 208
MAINTENANCE MANUAL Table 201. General Solvents (continued) CLEANER/ FEDTYPE CLASSOLVENT ERAL SIFICATION SPECIFICATION Cleaning Compound, Aluminum
MIL-C5410OB
Methyl nPropyl Ketone
USE/ DESCRIPTION FUNCTION
CAUTION/ WARNING
Type I Viscous Emulsion Type 11- Clear Liquid
Use full strength for maintenance of unfinished aluminum surfaces. Use full strength or diluted with mineral spirits and water for maintenance of unfinished aluminum surfaces.
RUBBER OR SYNTHETIC RUBBER GLOVES AND EYE PROTECTION SHOULD BE USED WHEN HANDLING THE COMPOUND. WASH FROM SKIN IMMEDIATELY WITH WATER OR A SOLUTION OF SODIUM BICARBONATE AND APPLY GLYCERIN OR PETROLEUM JELLY. WASH FROM EYES AS PER MANUFACTURER'S INSTRUCTIONS AND REPORT TO NEAREST MEDICAL FACILITY.
Type 11
Cleaner
FLAMMABLE. EYE PROTECTION SHOULD BE USED WHEN HANDLING. USE ONLY WITH ADEQUATE VENTILATION. VAPOR CONCENTRATIONS MAY CAUSE DROWSINESS AND IRRITATION OF EYES OR RESPIRATORY TRACT.
IToluene A-A59107D
4.
Use as a solvent or thinner FLAMMABLE VAPOR. VAPOR HARMFUL. for organic coatings, various resins, and chlorinated rubber. Also used to dilute cellulose lacquers and dopes.
Safety Precautions A.
Caution should be exercised during cleaning operations. Solvents should be considered flammable and should not be exposed to flame or spark under any circumstances. Fresh air masks and/or adequate ventilation are required for all closed areas.
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MODEL 208
MAINTENANCE MANUAL FUEL, WEATHER AND HIGH-TEMPERATURE SEALING
-
MAINTENANCE PRACTICES
1.General A. This section provides instructions and details for various sealing applications. This section is generic to many Cessna products and may cover applications which are not used on the Model 208. Refer to specific maintenance practices to determine sealing applicability. B. Sealing is intended to prevent the leakage of liquids, vapors or air pressure through airframe structure. Sealing is required for protection of personnel and equipment. 2.
Tools and Equipment NOTE:
Specified sealants, cleaning solvents, parting agents, adhesion inhibitors and equipment are listed for use. Suitable substitutes may be used for sealing equipment only.
Table 201. Sealants Type I, Class A-1/2, or A-2 NAME Sealants
NUMBER
-
AIVS-S-8802 MANUFACTURER
P/S 890 Class A-2
PRC-DeSoto International 5426 San Fernando Rd. Glendale, CA 91209
PR-i1440 Class A-1/2 Class A-2
PRC-DeSoto International
AC-236
Advanced Chemistry Technology Garden Grove, CA 92641
USE Fuel, pressure and weather sealant brush application.
Table 202. Sealants Type I, Quick Repair - MIL-S-8331 8 NAME Sealants
NUMBER PS 860 Class B-1/6
MANUFACTURER PRC-DeSoto International
USE Fuel, pressure and weather sealant. For limited repairs requiring rapid curing sealant.
Table 203. Sealants Type I, Class B-1/2, B-2 or B-4 - AIVS-S-8802 NAME Sealants
NUMBER
MANUFACTURER
Pro-Seal 890 Class B-1/2 Class B-2 Class B-4
PRC-DeSoto International
PR-1440 Class B-2 Class B-4
PRC-DeSoto International
AC-236 Class B-2 Class B-4
Advanced Chemistry Technology
USE Fuel, pressure and weather sealant spatula, faying seals application.
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Table 204. Sealants Type I, Class C-20, C-48 or C-80 NAME Sealant
NUMBER
MANUFACTURER
Pro-Seal 890 Class C-20 Class C-48 Class C-80
PRC-DeSoto International
PR-1440 Class C-20
PFRC-DeSoto International
USE Fuel, pressure and weather sealant. Suitable for faying surface sealing.
Table 205. Sealants Type 11 NAME
NUMBER
Sealant
PR1448 Class B-2
MANUFACTURER PRC-DeSoto International
USE Void/hole filling compound.
Table 206. Sealant Type III NAME Sealant
NUMBER
MANUFACTURER
PR-81 0
PRC-DeSoto International
USE High temperature sealing.
Table 207. Sealants Type IV NAME Sealants
NUMBER
MANUFACTURER
Dapco 21 00
D. Aircraft Inc. Anaheim, CA 92807
USE Firewall sealing.
Table 208. Sealants Type V NAME
NUMBER
MANUFACTURER
USE
Sealant
RTV1 06
General Electric Co. Silicone Products Dept. Waterford, NY 12301
Extreme high temperature sealing.
Sealant
RTV162 Class E
General Electric Co. Silicone Products Business Dept.
High temperature and very strong bond and sealant.
Table 209. Sealants Type VI NAME Sealant (Acrylic Latex)
NUMBER
MANUFACTURER
USE
FA-0606 125
H. B. Fuller Company St. Paul, MN 55116
Water and weathertight sealing.
SM8500
Sch nee-Moorehead Irving, TX 75017
Water and weathertight sealing.
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Table 21 0. Sealants Type VII NAME Sealant
NUMBER
MANUFACTURER PRC-DeSoto International
Pro-Seal 895
USE Aerodynamic smoothing compound.
Table 211. Sealant Type ViII NAME Sealant
MANUFACTURER
NUMBER PR-i1428 Class B-1/2 Class B-2
PRC-DeSoto International
FR-i1081 Class B-1/2 Class B-2
Fiber Resin Corporation Burbank, CA 91502
USE Used in areas for access.
Table 212. Sealants Type IX NAME Sealant
MANUFACTURER
NUMBER Fl uorosilicone RTV 730
Dow Corning Corp. Midland, Ml 48686
USE Used in areas exposed to fuel.
Table 213. Sealants Type X NAME Sealant
NUMBER
MANUFACTURER
USE
Pro-Seal 870 Class A Type I Class B Type 11 Class C Type IV
PRC-DeSoto International
Corrosion-inhibitive sealant.
AC-635 Class B Type 11 Class C Type IV
Advanced Chemistry Technology
Corrosion-inhibitive sealant.
Table 214. Sealants Type Xi NAME Sealant Tape
NUMBER
MANU FACTU RER
EP-7191 T-0877 (0.062 in. x 0.5
Fiber Resin Corp.
USE Weather-tight window sealant tape.
in). Table 215. Sealants Type XII NAME Sealant
NUMBER
MANUFACTURER
PR-i1829
PRC-DeSoto International
PR-i1425
PRC-DeSoto International
USE Windshield and window sealant requires PR-142 adhesion promoter.
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Table 216. Sealants Type XIII NAME Sealant
NUMBER
MANUFACTURER
PR-i 776 Class B-1/2 Class B-2
PRC-DeSoto International
USE Low density fuel tank sealant.
Table 217. Cleaning Solvents NAME Methyl n-Propyl Ketone Naphtha Type III
NUMBER
MANUFACTURER
MIL-PRF-680
Desoclean 11 0 Isopropyl alcohol
TT-1- 735
USE
Commercially Available
Cleaning organic coating.
Commercially Available
Presealing cleaning.
PRIC-DeSoto International
Presealing cleaning.
Commercially Available
Cleaning plastic transparencies.
Table 218. Parting Agents NAME
NUMBER
MANUFACTURER
USE
Silicone compound
AS 8660
Commercially available
Prevent sealant sticking.
Petrolatum technical
Federal Specification VV-P-236
Commercially available
Prevent sealant sticking.
Table 219. Equipment NAME
NUMBER
Pneumatic sealing gun
Semco No. 250 with accessories (or equivalent)
PRC-DeSoto International
Injection sealing.
Hand-operated seaiing gun
Semco No. 850
PRC-DeSoto International
Injection sealing.
PRC-DeSoto International
Application of sealant.
Commercially available
Application of sealant.
MANUFACTURER
Nozzles, Round 1/16 orifice
Semco No. 420
Round 1/8 orifice
Semco No. 440
Duckbill
Semco No. 8615
Duckbill
Semco No. 8648
Comb
Semco No. 8646
.Polyethylene cartridges with plungers and caps for sealant gun
USE
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MAINTENANCE MANUAL Table 219. Equipment (continued) NAME NUMBER
USE
MANUFACTURER
Metal spatulas with either stainless steel or glass plates
Commercially available
Mixing sealant.
Plastic lined cups, wax-free with caps
Commercially available
Mixing sealant.
Sealant fairing tools
Commercially available
To fair-in sealant.
Cheesecloth, lint-free
Commercially available
Cleaning.
Plastic scraper, 45-dlegree cutting edge
Commercially available
Removing old sealant.
Rex Gauge Company, Inc. 3230 West Lake Avenue P.O. Box 46 Glenview, IL 60025
Testing cure of sealant.
Gloves, lightweight lint-free white cotton
Commercially available
Removing old sealant.
Nylon bristle brushes
Commercially available
Removing old sealant.
Pipe cleaners
Commercially available
Cleaning.
Funnel brushes
Commercially available
Cleaning.
Durometer
3.
Rex Model 1500 (or equivalent)
Definition of Sealing Terms A. The following definitions are included to provide a basic concept of the special terms used in sealing. This list is not all inclusive but the more common terms are listed. (1) Absolute Sealing - There can be no leakage allowed. All openings of any nature through the seal plane are positively sealed. This is the first level of sealing. (All holes, slots, joggles, fasteners and seams must be sealed.) (2) Accelerator (Activator) - Curing agent for sealants. (3) Application Time - The length of time sealant remains workable or suitable for application to structure by brush, extrusion gun, spatula or roller. (4) Base Compound - The major component of a two-part sealing compound which is mixed with the accelerator prior to application to produce a fuel, temperature, pressure, weather and/or firewall sealing material. (5) Brush Coat - Apply an over coating or continuous film of appropriate sealing compound by use of a brush. (6) Electrical Seal Fitting - A device used for sealing electrical wires which pass through bulkheads, etc. Not to be used through the integral fuel tank wall. (7) Fay Seal or Faying Surface Seal - A seal barrier created by the sandwiching of sealant between mating surfaces of structure. Special attention must be taken to avoid metal chips or dirt at the faying surface. (8) Fillet Seal - Applying a bead of sealant to a seam, joint or fastener after the assembly has all permanent fasteners installed. (9) Hole - An opening that has no appreciable depth, such as a tool hole. Holes that penetrate the seal plane must be metal filled with a fastener, gusset or patch. (10) Injection Seal - Filling of channels by forcing sealant into a void or cavity after assembly. (11) Integral Tank - Composition of structure and sealant material which forms a tank that is capable of containing fuel without a bladder.
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MAINTENANCE MANUAL (12) Intermediate Seal - The second level of sealing. All holes, slots, joggles and seams in the seal plane must be sealed. A minor amount of leakage is tolerable and permanent fasteners are not required to be sealed. (13) Post-assembly Seal - A seal that is applied after the structure is assembled. (Fillet and injection seals.) (14) Pre-assembly Seal - Sealant material that must be applied during or prior to the assembly of the structure. (Faying surface and prepack seals.) (15) Prepack Seal - A pre-assembly seal used to fill voids and cavities; can be a primary seal used to provide seal continuity when used in conjunction with a fillet seal. It can be used as a backup seal to support a fillet across a void. Fill the entire cavity to be pre-packed. Usage as a primary seal should be kept to a minimum. (16) Primary Seal - Sealant material that prevents leakage and forms a continuous seal plane. This seal is in direct contact with the fuel, vapor, air and acid. With few exceptions, it is in the form of a fillet seal. (17) Sealant - A compound applied to form a seal barrier. (18) Seal Plane - A surface composed of structure, sealant and fasteners on which the continuity of seal is established. (19) Shank Sealing - Sealant compound shall be applied to the hole or to both the shank and the under head area of the fastener in sufficient quantity that the entire shank is coated and a small continuous bead of sealant is extruded out around the complete periphery of each end of the fastener when installed. The fastener shall be installed within the application time of the sealing compound used. (20) Squeeze-Out Life - Length of time sealant remains suitable for structure assembly in faying surface seal application. (21) Tack-Free Time - Tack-free time is a stage, during the cure of the sealant compound, after which the sealant compound is no longer tacky. When the sealant compound is pressed firmly with the knuckles, but no longer adheres to the knuckles, the sealant compound is tack-free. 4.
Materials A. Type of Sealants - Sealants are categorized by type of usage. Type I sealants are separated by class to differentiate the material to use by method of application. Dash numbers following the class designation indicate the minimum application time (in hours) for Class A and Class B and minimum work life (in hours) for Class C. Reference Table 220 for application time and curing rate for Type I sealants. (1) Type I - Fuel, pressure and weather sealant. (a) Class A - Sealant which is suitable for brush application. (b) Class R - Sealant which is suitable for application by extrusion gun, spatula, etc. (c) Class C - Sealant which is suitable in faying surface applications. (d) Quick Repair Sealant - This material is for use only in making repairs when an extremely rapid curing sealant is required. A possible application includes sealing a leaking fuel tank on an airplane which must be dispatched within a few hours.
Table 220. Curing Properties of Type I Sealant CLASS
APPLICATION TIME (HOURS, MINIMUM)
A-1/2
WORK LIFE (HOURS, MINIMUM)
TACK-FREE TIME (HOURS, MAXIMUM)
CURING RATE (HOURS, MAXIMUM)
1/2
10
40
A-2
2
40
72
B-1/2
1/2
4
6
B-2
2
40
72
B-4
4
48
90
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MODEL 208 MAINTENANCE MANUAL Table 220. Curing Properties of Type I Sealant (continued) CLASS APPLICATION WORK LIFE TIME (HOURS, (HOURS, MINIMUM) MINIMUM)
TACK-FREE TIME (HOURS, MAXIMUM)
CURING RATE (HOURS, MAXIMUM)
C-24
8
24
96
168 (7 days)
C-48
8
48
110
336 (14days)
C-80
8
80
120
504 (21 days)
NOTE 1: Time periods are based on a temperature of 770 F and 50 percent relative humidity. Any increase in either temperature or relative humidity may shorten these time periods and accelerate the sealant cure. (2) Type 11- Hole filling compound. This material is for holes and slots that cannot be filled with one application of Type I; Class B sealant. Type 11sealant shall not be used for the sealing of an integral fuel tank. (3) Type III - High-temperature sealant. This material is for use where exposure to fuel is moderate and for intermittent exposures up to 4500 F, but is not suitable for pressure sealing. (4) Type IV - Firewall sealant. This material is for use when exposure to fuel is minimal and for intermiftent temperature exposures up to 500 0 F, but is not suitable for pressure sealing. (5) Type V - Extreme high-temperature sealant. This material is for use where exposure to fuel is minimal and for intermittent exposures up to 600 0 F, and is also suitable for pressure sealing. (6) Type VI - Watertight and weather tight sealant. This material is for use where there is no exposure to fuel, high temperature or pressure. (7) Type VII - Aerodynamic Smoothing Compound. This material is used for filling skin gaps to obtain a smooth aerodynamic surface. (8) Type VIII - Low Adhesion Access Sealant. This Class B material is designed for sealing faying surfaces where easy separation of the joined surfaces is required. The sealant has low adhesion and forms a gasket that molds itself to fill all irregularities between two surfaces. It is exceptionally resistant to fuels, greases, water, most solvents and oils, including red hydraulic oil. (9) Type IX Fluorosilicone RTV Sealant. This sealant is a room temperature vulcanizing sealant that will withstand fuel. (10) Type X - Corrosion Inhibitive Sealant. These materials are 2-part, room temperature curing, synthetic rubber compounds used in the sealing and coating of metal components for protection against corrosion. NOTE:
Type X may be used in all applications where Type I is used except that it shall not be used for fuel tank sealing.
(11) Type Xi - Sealant Tape. These materials are permanently pliable and can be used to set windshields before sealing or to seal covers. (12) Type XII - Windshield and Window Sealant. These materials are 2-part, room temperature curing synthetic rubber compounds used to seal glass, polycarbonate, or acrylic transparencies. (13) Type XIII - Low-Density (1.35 sp gr max) Fuel Tank Sealant. This material is manganese dioxide cured, for applications at service temperatures of -650 to 2500 F (-54 to 121 0C).
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MAINTENANCE MANUAL CAUTION: Quick repair sealant must be applied within its working life of 15 minutes. Attempts to work quick repair sealant beyond working life will result in incomplete wetting of surface and will result in a failed seal. 5.
General Requirements A.
When working with sealants, observe the following requirements. (1) Unmixed sealants shall not be more than two months old when received. These sealants shall not be more than six months old when used. (2) Unmixed sealants stored at temperatures exceeding 800 F shall be used within five weeks. (3) Sealants which have been pre-mixed, degassed and flash frozen shall be maintained at -40'F or lower and shall not be received more than two weeks beyond the date of mixing. These sealants shall not be used more than six weeks after the date of mixing. (4) Frozen sealant shall be thawed before being used. If sealant were applied at a temperature below 600F, it would not be sufficiently pliable for proper application and adhesion could be critically reduced by condensation of moisture. On the other hand, although sealant must extrude freely for proper application, it would be subject to excessive slumping if applied at a temperature above 800F. Frozen sealant may be thawed by any suitable means which does not cause contamination or overheating of the sealant and does not shorten the application time of the sealant to an impractical period. Examples: Thawing by exposure to ambient air temperature, accelerated thawing by exposure in a constant temperature bath (using clean, hot water), accelerated thawing in a microwave oven. In any case, thawing temperature and time shall be adjusted to give a thawed sealant temperature between 600 F and 800 F at the time the sealant is applied. (5) Mixed, frozen sealants which have thawed shall not be ref rozen. (6) Complete pre-assembly operations, such as fitting, filing, drilling, countersinking, dimpling and deburring, prior to cleaning and sealant application. (7) Surfaces must be clean and dry, free from dust, lint, grease, chips, oil, condensation or other moisture, and all other contaminating substances prior to the application of sealant. (8) Naphtha Type 11or Isopropyl Alcohol (TT-1-735) are the only cleaners which may be used on plastic transparencies. (9) Sealant materials may be applied to unprimed or primed surfaces. Nonchromated or epoxy primers shall have good adhesion to the substrate material and shall have aged at least 48 hours prior to sealant application. (10) Sealants shall not be applied when the temperature of either the sealant or the structure is below 600F. (11) The sealants Pro-Seal 890 B-i /2, B-2 or B-4 are the only sealants which may be used on plastic transparencies. (12) Sealant applied by the fillet or brush coat methods shall always be applied to the pressure side of a joint if possible. (13) After application, sealants shall be free of entrapped air bubbles and shall not exhibit poor adhesion. All fillets shall be smoothed down and pressed into the seam or joint with a filleting tool before sealant application time has expired. (14) Where fasteners have been sunk or under-head sealed, extruded sealant shall be evident around the complete periphery of the fastener to indicate adequate sealing. Sealant extruded through a hole by a rivet shall be wiped from the end of the rivet before bucking. Threaded fasteners which have been shank or under-head sealed shall not be retorqued after expiration of the application time of sealant. In torquing, turn the nut rather than the bolt if possible. (15) Pressure testing shall not be accomplished until the sealant is cured. (16) Sealant shall not be applied over ink, pencil or wax pencil marks. If these materials extend into the sealing area, they must be removed. (17) If sealing is to be accomplished over primer and the primer is removed during the cleaning process, it is permissible to seal directly over the cleaned area and then touch up the exposed areas after the sealant has been applied and is tack free. (18) Sealed structure shall not be handled or moved until sealant is tack free (sealant may be dislodged or have the adhesion damaged). Excessive vibration of structure, such as riveting and engine run up, is not permitted.
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MAINTENANCE MANUAL (19) Drilling holes and installing fasteners through a fay sealed area shall be performed during the working life of faying sealant, or the entire shank and area under fastener head shall be fay sealed. 6.
7.
Sealant Curing A.
Room Temperature. (1) Room temperature curing properties are based on a temperature of 750 F, +50 or -50 F, and a relative humidity of 50 percent. Curing times of two-part sealants will shorten with increased temperature and/or relative humidities. (2) Room temperature curing properties of Type I sealants are given in Table 201. (3) Room temperature curing properties of Type 11sealant are: Application Time 2 Hours (Minimum); Tack- Free Time 20 Hours (Maximum); Curing Rate 40 Hours (Maximum). (4) Room temperature curing properties of Type Ill sealant are dependent on solvent release. Type Ill sealant should cure for a minimum of 17 days at room temperature before being subjected to temperatures as high as 400 0F. (5) Room temperature curing properties of Type IV sealant are: Application Time 1-1/2 Hours (Minimum); Tack-Free Time 24 Hours (Maximum); Curing Rate 48 Hours (Maximum). Type IV sealant should cure for a minimum of 72 hours at room temperature before being subjected to temperatures as high as 400 0F. (6) Room temperature curing properties of Type V sealant are: Tack-Free Time 1/2 Hour (Maximum); Curing Rate 24 Hours (Maximum). Type V sealant should cure for a minimum of 48 hours at room temperature before being subjected to temperatures as high as 400 0F. (7) Room temperature curing properties of Type VI sealant are: Tack-Free Time 2 Hours (Maximum); Curing Rate 16 Hours (Maximum). (8) Room temperature curing properties of Type VII sealant are: Class B-1/2 Application Time 1/2 Hour; Tack-Free Time 10 Hours; Cure Time 24/35R Hours/Hardness. Class B-2 Application Time 2 Hours; Tack-Free Time 24 Hours; Cure Time 48/35R Hours/Hardness. (9) Curing properties of Type ViIl, Class B sealants are the same as for Type I, Class B. Adhesion to aluminum should be (peel) less than 2 pounds/inch width.
B.
Accelerated Curing. (1) Accelerated curing of sealant can be accomplished in several ways. The procedure to be used is dependent on the type of sealant and other factors. (2) The cure of Type I and Type 11sealants can be accelerated by an increase in temperature and/ or relative humidity. Warm circulating air at a temperature not to exceed 120OF may be used to accelerate cure. Heat lamps may be used if the surface temperature of the sealant does not exceed 1400 F. At temperatures above 120 0F, the relative humidity will normally be so low (below 40 percent) that sealant curing will be retarded. If necessary, the relative humidity may be increased by the use of water containing less than 100 parts per million total solids and less than 10 parts per million chlorides. (3) The cure of Type III sealants can be accelerated after first curing for a minimum of 72 hours at room temperature by heating for 8 hours with warm circulating air or heat lamps in such a manner that the surface temperature of the sealant does not exceed 120 0F. (Lowered relative humidity is helpful.) Curing should be completed before the sealant is subjected to temperatures as high as 400 0 F. (4) The cure of Type IV sealants can be accelerated by reducing the relative humidity. However, the sealants should be cured for a minimum of 72 hours at room temperature before being subjected to temperatures as high as 4000 F. (5) The cure of Type V and Type VI sealants can be accelerated by the same procedures given for Type I or Type 11sealants.
Mixing of Sealants A.
Requirements. (1) Sealants shall be mixed or thinned in accordance with the manufacturer's recommendations and thoroughly blended prior to application. All mixed sealant shall be as void free as possible.
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MAINTENANCE MANUAL (2)
Prior to mixing, the sealing compound base and its curing agent, both in their respective original unopened containers, shall be brought to a temperature between 750 F and 90'F. All required mixing equipment should also be brought to a temperature between 750 F and 90 0F.
B.
Hand Mixing of Sealant. (1) The correct amount of base and curing agent, per manufacturer's instructions, shall be weighed in a clean, wax-free container immediately prior to mixing. An alternate method is to mix the sealant on a flat plate with a spatula. The scales and weighing process must be controlled within +2 or -2 percent to ensure good quality. (2) Do not allow the accelerator to come in contact with the sides of the container. (3) Materials shall be accurately weighed on scales that are calibrated and maintained for required accuracy. (4) Mix the components until the color is uniform taking care not to trap air in the sealant. (5) Transfer the sealant to another clean container and complete the mix.
C.
Mixing Two-Part Sealant Cartridges. Refer to Figure 201.
WARNING: The cartridge should be held firmly, but must not be squeezed, as the dasher blades may penetrate the cartridge and injure the hand. (1) Pull dasher rod to the FULL OUT position, so the dasher is at the nozzle end of cartridge. (2) Insert ramrod in the center of dasher rod against the piston and push the piston in approximately 1 inch. NOTE:
Extra force will be needed on the ramrod at the beginning of accelerator injection into the base material.
(3) Move the dasher rod in approximately 1 inch, then push piston in another inch. Repeat this action until accelerator is distributed along the entire length of the cartridge. NOTE:
The accelerator has been fully injected into the cartridge when the ramrod is fully inserted into the dasher rod.
(4) Remove and properly discard the ramrod. NOTE:
Mixing the accelerator and base material can be accomplished manually, or as an alternate method, with the use of a drill motor.
(5) Manual Mixing. (a) Begin mixing operation by rotating the dasher rod in a clockwise direction while slowly moving it to the FULL OUT position. NOTE: (b)
Do not rotate the dasher rod counterclockwise; the four-blade dasher inside the cartridge will unscrew and separate from the dasher rod.
Continue clockwise rotation and slowly move the dasher rod to the FULL IN position. 1 A minimum of five full clockwise revolutions must be made for each full-out stroke and for each full-in stroke of the dasher rod. Approximately sixty strokes are necessary for a complete mix. NOTE:
(c) (d)
If streaks are present in the sealant (viewing through the side of the cartridge), the sealant is not completely mixed.
End mixing operation with the four-blade dasher at the bottom of the cartridge. Hold cartridge upright; unscrew dasher rod from the four-blade dasher by gripping the cartridge at the four-blade dasher and turn the dasher rod counterclockwise. Remove dasher rod.
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MAINTENANCE MANUAL
A2895
FOUR-BLADE
DASHER ROD IATERIAL
ACCELERATOR
DASHER HANDLE RAMROD NOTE:
CARTRIDGE IS DISPOSABLE AFTER USE.
5580T1 044
Two-Part Sealant Cartridge Figure 201 (Sheet 1)
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MAINTENANCE MANUAL (e) Screw appropriate nozzle into the cartridge. If sealant gun is to be used, install cartridge in gun. (6) Drill Motor Mixing. NOTE:
A tapered rotary file or a 25/64 inch drill bit may be used with a drill motor to turn the dasher rod.
(a) Insert the rotary file/drill bit into dasher rod approximately 0.5 inch.
WARNING: The cartridge should be held firmly, but not squeezed, as the dasher blades may penetrate the cartridge and injure the hand. (b) Verify the drill motor will rotate the dasher rod clockwise (looking toward the nozzle end of the cartridge). (c) With the cartridge held firmly in one hand and the drill motor in the other, rotate the dasher rod at approximately 50 revolutions-per-minute while moving the dasher rod to FULL IN and FULL OUT positions. 1 Mix sealant for at least 50 strokes (a stroke is one complete full-in and full-out stroke of the dasher rod). NOTE:
If streaks are present in the sealant (viewing through the side of the cartridge), the sealant is not completely mixed.
(d) End mixing operation with the four-blade dasher at the bottom of the cartridge. (e) Hold cartridge upright; remove drill motor and rotary file/drill bit from the dasher rod; unscrew dasher rod from the four-blade dasher by gripping the cartridge at the four-blade dasher and turn the dasher rod counterclockwise. Remove dasher rod. (f) Screw appropriate nozzle into the cartridge. If sealant gun is to be used, install cartridge in gun.
8.
Cleaning A.
All surfaces to which sealant is to be applied shall be clean and dry.
B.
Remove all dust, lint, chips and shavings with a vacuum cleaner where necessary.
C.
Cleaning shall be accomplished by scrubbing the surface with clean cheesecloth moistened with solvent. The cloth shall not be saturated to the point where dripping will occur. For channels and joggles, pipe cleaners and/or funnel brushes may be used instead of cheesecloth. (1) Scotch Brite pads should be used to clean all nutplates (except domed nutplates) and all exposed bonding primer on all bonded assemblies. (2) The solvents to be used on all surfaces to be sealed, except the integral fuel tank and on plastic transparencies, shall be A-A-59281, cleaning compound, ASTM D41 26, 1,1,1 - Trichloroethane, Technical, Inhibited. (3) The solvents to be used for the cleaning in the integral fuel tank are A-A-59281 for the first or preliminary cleaning. For the final cleaning, ASTM D4126 only must be used. (4) The only solvent to be used on plastic transparencies shall be TT-1-735, isopropyl alcohol.
D.
The cleaning solvent should never be poured or sprayed on the structure.
E.
The cleaning solvent shall be wiped from the surfaces before evaporation using a piece of clean, dry cheesecloth so oils, grease, wax etc. will not be redeposited.
F.
It is essential that only clean cheesecloth and clean solvent be used in the cleaning operations. Solvents shall be kept in safety containers and shall be poured on the cheesecloth. The cheesecloth shall not be dipped in the solvent containers and contaminated solvents shall not be returned to the clean solvent containers.
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MAINTENANCE MANUAL G.
H.
Final cleaning shall be accomplished immediately prior to sealant application by the person who is going to apply the sealant. (1) The area which is to be sealed shall be thoroughly cleaned. A small clean paint brush may be needed to clean corners, gaps, etc. Always clean an area larger than the area where the sealant is to be applied. Never clean an area larger than 30 inches (0.76 meter) in length when practical. When the area is being scrubbed with a moistened cloth in one hand, another clean dry cloth shall be held in the other hand and shall be used to dry the structure. The solvent must be wiped from the surfaces before it evaporates. (2) The above procedure shall be repeated until there is no discoloration on the clean drying cloth. Marks resulting from wax or grease pencils must be removed from parts prior to sealing. Allow all cleaned surfaces to dry a minimum of 5 minutes before application of sealant materials. 1. Sealant shall be applied as soon as possible after cleaning and drying the surfaces to be sealed. Do not handle the parts between the cleaning and sealing operations. Sealant application personnel handling cleaned surfaces shall wear clean white gloves to prevent surface contamination. In the event contamination does occur, the surfaces shall be recleaned.
J.
9.
Safety precautions should be observed during the cleaning and sealing operation. Cleaning solvents are toxic and flammable in most cases. Fresh air masks and/or adequate ventilation are required for all closed areas. The structure shall be electrically grounded before starting any cleaning or sealing operation.
Sealing Application A.
B.
General. (1) All new sealing shall be accomplished using the type of sealing material required for the area being sealed. All sealant repairs shall be accomplished using the same type of sealing material as that being repaired. (2) Application time of the sealing compound shall be strictly observed. Material which becomes too stiff and difficult to work or which does not wet the surface properly shall be discarded even though the application time has not expired. (3) Prior to sealant application, all surfaces to be sealed shall be cleaned per Cleaning. Faying Surface Sealing - The application of a faying surface seal shall be made only when new structure is being added to the airplane and requires a faying surface seal or when the structure and/or parts have been disassembled for reasons other than a faulty seal. (1) Immediately prior to final closure of the joint, sealant shall be applied to one mating surface of the joint with a sealant gun, spatula, roller or other suitable tool. Sufficient sealant shall be applied so the space between the assembled faying surfaces is completely filled with sealant and a small excess is squeezed out in a continuous bead around the periphery of the joint when the joint is secured. Refer to Figure 202. (2) Place parts in assembly position and install the fasteners within the application time of the faying surface sealant. When assembly with permanent type fasteners is not feasible, temporary fasteners (dlecos or bolts) may be used, but when the temporary fasteners are used, they must be replaced by permanent type fasteners prior to the expiration of the work life of the faying surface sealant. Removal of each individual temporary fastener shall be followed immediately by the installation of the permanent fastener. (3) When a fillet seal is required around the periphery of a fay sealed joint, it is not necessary to remove the sealant squeeze-out where the fillet is to be applied, provided the material which was squeezed out has been shaped into a small fillet configuration prior to expiration of the application time. When the squeeze-out has been shaped, a final or full bodied seal can be applied over the shaped squeeze-out without waiting for the squeeze-out to cure. If the squeezed out material was not shaped before expiration of its application time, it shall be cured to a tack-free condition and then removed, by use of a plastic tool, from locations where a fillet is to be applied. (4) Immediately after assembly is completed and all permanent type fasteners have been installed, remove uncured sealant, which extrudes on the exterior of the airplane, using clean rags moistened with A-A-591 07, Toluene.
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MAINTENANCE MANUAL
A2899
FAYING
SEALANT EXTRUDED CONTINUOUSLY
SEALANT EXTRUDED CONTINUOUSLY
6998T1001 6998TI1002
Fay Sealing Figure 202 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A28744
FAYING SURFACE SEAL
PREPACK AND FAYING SURFACE SEAL APPLICATION ON A JOGGLE
~Y SEAL )UEEZE-OUT
F
SQUEEZE-OUT PREPACK AND FAYING SURFACE SEAL ASSEMBLY WITH PROPER SQUEEZE-OUT
6998T 1003
Fay Sealing Figure 202 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL C.
Injection Sealing (1) Sealant shall be injected in the channel, joggle, void or cavity from one point only, using a sealant gun. No air shall be entrapped, the channel, joggle, void or cavity shall be completely filled, and sealant shall emerge from the prescribed opening. Refer to Figure 203. If multiple exits or channels exist, block each channel exit after it is filled, without stopping the injection, so that sealant extrudes into all necessary channels. (2) Remove excess sealant before expiration of its application time, and, using a suitable tool, smooth flush with the surface.
D.
Fillet Sealing. (1) Fastener considerations: (a) Do not fillet seal any parts until they are held completely together by permanent fasteners. (b) Prior to filleting the periphery of bolted structure and fittings, it is necessary that all bolts, accomplishing the attachment, be properly torqued. (2) The sealant shall be applied using a sealant gun or spatula. (3) When using a sealant gun for fillet sealing, the nozzle tip shall be pointed in the seam or joint and shall be maintained nearly perpendicular to the line of travel. A continuous bead of sealant shall precede the tip and the tip size, shape and rate of travel shall be such that sufficient sealant is applied to produce the required fillet. (4) Fillets shall be shaped or formed to meet the size and shape requirements as shown in applicable figures using the nozzle tip and/or fairing tools to press against the sealant while moving parallel to the bead. Exercise caution to prevent folds and entrapment of air during application and shaping of the fillet and work out any visible air bubbles. The fillet shall be formed so the highest portion of the fillet is centered over the edge of the structure or fitting. Lubrication in any form shall not be used for smoothing purposes. In all cases, fillet size shall be kept as near minimum as practical. (5) Where it is more convenient or fillet slumping is encountered, the fillet may be applied in two stages. A small first fillet shall be applied and allowed to cure to a tack-free state, and then followed by a second application of sealant sufficient to form the final fillet conforming to the specified dimensions for a fillet seal. If the first fillet has cured, it must be cleaned before the second application of sealant is made. If the fillet has only cured to a tack-free state, it shall be wiped lightly with a gauze pad or cheesecloth pad dampened with cleaning solvent. (6) Allow the sealant to cure to a tack-free condition prior to the airplane being moved, handled and/or worked on. (7) In cases where a fillet seal connects to an injection seal, the full bodied fillet shall extend past the end of the injection and then taper out. (8) Seal lap joints and seam fillets. Refer to Figure 204. (9) Seal butt joint fillets. Refer to Figure 205. (10) Fillet seal bolts. Refer to Figure 206. The area for sealing shall consist of the area of the structure surrounding the base of the fastener end, plus the entire exposed area of the fastener. An optional method of sealing threaded fasteners is to apply a brush coat of Type I, Class A sealant. Where brush coating is used as the method of sealing threaded fasteners, the sealant must be worked around each fastener with a stiff brush and considerable care for effective sealing. A simple pass of the brush with the sealant is not sufficient to produce an effective seal. (11) Fillet seal dome-type nutplates. Refer to Figure 207. The area for sealing shall consist of the area of the structure surrounding the base of the fastener and from there up over the rivets to the dome. (12) Rivetless, self-sealing nutplates requiring sealing for lightning protection should be brush coated over the entire surface and mating structure. (13) Fill holes and fillet seal slots. Refer to Figure 208. NOTE: (a)
A hole or slot through the wall of an integral fuel tank must not be sealed by this method.
Holes and slots that are too large to be filled with one application of Type I, Class B sealant shall be filled with Type II sealant. Large holes or slots may be backed with masking tape to prevent excessive extrusion of sealant through the holes or slots, but the masking tape shall be removed after the sealant has cured to a tack-free condition.
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0
CESSNA AIRCRAFT- COMPANY
MODEL 208
MAINTENANCE MANUAL
A2968
S
5598T1 009
Injection Sealing Figure 203 (Sheet 1)
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MAINTENANCE MANUAL
A2905
A
w
T
B
1 I
(a)
w
3
B
z
(b)
FIGURE
B
(a)
0.149 INCH (3.78 mm) MAX.
T
A
0.0200.1250.040 INCH 0.25 INCH (0.51 -1 .01 mm) (3.2 - 6.4 mm)
0.150 INCH b) (3.81 mm)
() MIN.
NOTE:
-
-
W
H
0.2500.375 INCH (6.4 - 9.5 mm) 0.250APPROXIMATEL 3.25 INCH B .375 MAX (6.4 - 9.5 mm) (9.5 mm)
ALL FILLETS MUST BE KEPT TO THE MINIMUM DIMENSIONS IF POSSIBLE. 6998T1 004
Lap Joint and Seam Fillets Figure 204 (Sheet 1)
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S
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A 13558
A
~T
F
B
C
(a) F B
A
'j-~I
I
I
I
H
C (b) FIGURE
B
A
F
E
(a)
0.149 INCH MAX (3.78 mm)
0.125 - 0.25 INCH (3.2 - 6.4 mm)
0.149 INCH MAX (3.78 mm)
0.125 - 0.25 INCH (3.2 - 6.4 mm)
b) 0.150 INCH () MAX (3.81 mm)
FIGURE ()
() (b)
0.150 INCH MIN (3.81 mm)
T
C 0.50 INCH MAX (12.7 mm)
0.02 - 0.04 INCH (0.5 - 1.0 mm) -(1 __ __ __ _ __ __ __
NOTE:
_
_
H
_
_
0.50 INCH MAX 2.7 mm)
APPROXIMATELY B 0.25 INCH MAX
_
(6.35 m m )
_
_
_ _
_
_
_
_ _
IN ALL CASES, MINIMUM FILLET DIMENSIONS ARE SHOWN. FILLET SIZE MUST BE KEPT TO THE MINIMUM DIMENSIONS IF POSSIBLE. 6280T 1003
Butt Joint Fillets Figure 205 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A2W9
0.06 - 0.08 INCH (1.5 - 2.0 mm) 0.06 - 0.08 INCH (1.5 - 2.0 mm)
N5F
R7
el"i1%..
3
-IN
4::z
7' (0. 15-0.18 INCH, 3.8 - 4.6 mm) BOLT HEAD
0.06 - 0.08 INCH (1.5 - 2.0 mm)
C
..-. ..-
-
6280T 1003
Bolt Head, Nut and Thread Sealing Figure 206 (Sheet 1)
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MODEL 208
MAINTENANCE MANUAL
A291 0
0.01 Mir
0.1 5- 0.18 INCD (3.8 - 4.6 mm)
PACKING
RIE 0.06 INCH (1.5 mm) MINIMUM
NOTE:
IN ALL CASES, MINIMUM FILLET DIMENSIONS ARE SHOWN. FILLET SIZE MUST BE THE MINIMUM DIMENSIONS, IF POSSIBLE. 6280T 1003
Dome Type Fillets Figure 207 (Sheet 1)
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MODEL 208
MAINTENANCE MANUAL
A13561
0.: (6
PRESSURE SIDE
3W
3W
1f-
-F0.25 INCH (6.4 mm) MAX.
0.25 INCH (6.4 mm) MAX. HOLE
3W
0.25 INCH
tiLk
W
--1-0.25 INCH (6.4 mm) MAX. MISMATCH
5598T2tXD6
Slot, Hole and Mismatch Sealing Figure 208 (Sheet 1)
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MAINTENANCE MANUAL (b) In all locations where Type 11sealant has been applied, after the Type II sealant has cured to a tack-free condition it shall be brush coated with Type 1, Class A sealant. The brush coat shall overlap the edge of the Type II sealant sufficiently to ensure complete coverage. (c) Tooling holes shall be plugged with a shank sealed soft rivet and then brush coated with Type I, Class A sealant. Refer to Figure 209. E.
Firewall Sealing - The engine firewall shall be sealed to an intermediate level of sealing using Type IV sealant. (1) Clean the areas to be sealed per Cleaning. (2) Mix, by weight, 1 part of curing agent with 100 parts of Type IV (Coast Pro-Seal #700) sealant. NOTE:
Sealant should be mixed by weight. It is important that accelerator be completely and uniformly dispersed throughout the base compound.
(3) Using a spatula and fairing tool, apply a fillet of sealer along all cracks, seams, joints and also over all fasteners in the firewall. (4) Type IV sealant shall be cured for a minimum of 72 hours at room temperature before being subjected to temperatures of 400'F. 10.
Sealant Repair A. Materials - Repairs, in general, shall be accomplished with the same type of material as that being repaired.
B.
NOTE:
Type I, Class B-11/2 is recommended for use during cold weather to obtain an accelerated cure.
NOTE:
Type I, Quick Repair sealant may be used as a repair for sealant in pressure vessels and fuel tanks if desired for fast cure and rapid dispatch.
Temperature Requirements. (1) The structure shall be above 60'F before the sealant is applied and shall remain above 60'F until the sealant is tack- free. NOTE:
For outside operations only, the temperature of the structure may be allowed to drop below 600 F but not below 580 F after application and for a period of time not to exceed 48 hours; however, the structure must be subsequently heated to above 600 F and the sealant allowed to become tack-free before the tanks are refueled.
(2) The maximum air temperature allowed to come in contact with the curing sealant isl1200 F. C.
Fillet and Fastener Sealing Repairs. (1) Repair of damaged or faulty sealant applications shall be accomplished as follows: (a) Remove all damaged or faulty sealant to ensure solid residual material. (b) Sealant shall be cut so as to produce a smooth continuous scarfed face. Refer to Figure 210. The sealant shall be completely removed in the affected areas. The cutting tools should only be made from nonmetallic materials that are softer than aluminum. (c) Inspect repair areas for clean and smooth cuts. Loose chunks or flaps of sealant on the cut areas shall be removed. (d) Clean the area to be sealed, including the scarfed face of the old seal, per Cleaning. (e) Apply new fillet seals per Sealing Application, Fillet Sealing. Slight overlapping of the fresh material over the existing fillet is permissible. A large buildup of sealant shall not be allowed. Type VI sealant may be used over Type 1,11and III sealant except in the integral fuel tank sealing. Type VI will cure more rapidly for weather and pressurization repairs. (f) Rework of a fillet which has been over sprayed or brushed with primer shall be accomplished by a scarfed joint and removal of the fillet having primer on it, in the area of the repair. The primer shall not be sandwiched in between the old and new sealants.
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Aircraft Company
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MAINTENANCE MANUAL
A28745
S EALANT
FASTENER BUSHING OUTER SURFACE WITH SEALANT
BUSHING
SURFACE WITH SEALANT
BEARING 6996T1005
Shank Sealing Figure 209 (Sheet 1)
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MAINTENANCE MANUAL
A2903
COMPLETE REMOVAL
NOTCHED CLEANLY 6998T1 006
Cutaway View of Sealing Bead Figure 210 (Sheet 1)
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MAINTENANCE MANUAL
A28746
INCORRECT FILLET EDGE
-
REENTRANT EDGE
>
90o
CORRECT FILLET EDGE - NON-REENTRANT EDGE
6998T 1007
Cutaway View of Sealing Bead Figure 210 (Sheet 2)
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MODEL 208
MAINTENANCE MANUAL (g) If the primer is removed during the cleaning operation, it is permissible to apply the new fillet seal directly over the clean bare metal and then touch up all exposed areas of bare metal with the proper primer after the sealant has been applied. D.
E.
11.
Faying Surface Sealing Repair - After determining the area which contains the faulty and/or leaking faying surface seal, the repair shall be accomplished by applying a fillet seal along the edge of the part adjacent to the faying surface seal long enough to fully cover the area of the faulty and/or leaking seal. Brush Coat Sealing Repair - Repair of damaged or leaking brush coat seals shall be accomplished by removing the discrepant brush coat. Clean the area of sealant removal and the surrounding structure and sealant per Cleaning. Apply a new brush coat of sealant.
Integral Fuel Tank Sealing NOTE: A.
For complete fuel tank sealing procedures, refer to Chapter 28, Fuel Tank Sealing - Maintenance Practices.
Integral wing fuel tank sealing is a refinement of fuel sealing process. With an integral fuel tank, the fuel is confined in a sealed cavity in the wing structure. (1) All damaged or leak areas must be completely and carefully repaired. (2) Cleaning shall be performed with a clean cheesecloth dampened with solvent. Brush or pipe cleaners may be used to clean corners, gaps, joggles and channels. (3) After application, the sealant must be free of entrapped air bubbles. (4) All fillets are to be smoothed down and pressed into the seam or joint with a filleting tool. (5) The sealant shall be tack-free and additional 50 percent of normal cure time shall be allowed prior to refueling. (6) Before pressure testing, the sealant must be cured.
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MODEL 208 MAINTENANCE MANUAL ADHESIVE AND SOLVENT BONDING - MAINTENANCE PRACTICES 1.
2.
3.
General A.
This section describes the application of adhesives and solvent bonding.
B.
A protective coating is applied to particular areas like exterior placards to protect the placard from hydraulic fluid and weather elements.
Safety A.
Cleaning and bonding operations should be performed in well ventilated areas away from sparks or flames.
B.
Cleaning solvents should be dispensed from approved containers. Solvent wetted cheesecloth should be disposed of in special safety containers provided solely for this purpose.
C.
Rubber gloves should be worn when practical, and hands should be washed prior to eating or smoking after handling solvents and adhesives.
Clear Polyurethane Topcoat A.
Mix the clear polyurethane C63C with the AA-92-C-39 catalyst according to manufacturer's directions. Apply the clear polyurethane coating in three uniform, 50 percent overlay spray coats to an approximate thickness of 2 1/2 to 3 mils dry film thickness. Air dry 4 to 6 hours or force dry at approximately 135°F for 1 hour. NOTE:
4.
All equipment should be cleaned immediately after use with T732A thinner.
Material Classification A.
Type I, Epoxy Base Adhesive. (1) Used for bonding metal to metal, fiberglass, wood and thermoplastics.
B.
Type II, Oil Resistant, Synthetic Rubber Base Adhesive. (1) Used for bonding fabric, leather, rubber, insulation batting, metals and ABS thermoplastics.
C.
Type III, Fuel Resistant, Synthetic Rubber Base Adhesive. (1) Used for bonding cork, leather and rubber gaskets to metals where there may be some exposure to fuel; also for rubber, wood, glass, vinyls and some plastics. Type IV, Synthetic Resin Base Adhesives. (1) Used for bonding vinyl materials to themselves or metals, glass, plastics and wood.
D. E. F.
Type (1) Type (1)
V, Silicone Rubber Base Adhesives. Used for bonding metals, plastics, glass, ceramic and rubber insulation. VI, Solvent Cementing. Used for cementing thermoplastics to themselves. Solvents should be either C.P., U.S.P. or Reagent Grade. Heat and pressure may be used as an alternate method.
G.
Type VII, Cyanoacrylate Base Adhesive. (1) Quick setting adhesive used for plastics, metals and rubber (not waterproof).
H.
Type VIII, Pressure Sensitive Adhesive. (1) Used for quick mounting of small parts of metal, plastic, glass, wood or fabric.
I.
Type IX, Polyurethane Base Adhesive. (1) Used to bond plastics to themselves or other plastics.
J.
Type X, Acrylic Plastic Base Adhesive. (1) Used for bonding acrylic plastics to themselves, other plastics or metals.
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MODEL 208 MAINTENANCE MANUAL
5.
Material
Table 201. Adhesives NAME
I
MANUFACTURER
USE
Type/Class IA
EA-9304.1 EA-9346.5
The Dexter Corporation Aerospace Material Division Ft. Lauderdale, FL
Adhesive
Type/Class IB
EA-9309.3NA EA-9314NA EA-9330.3 EA-9339
The Dexter Corporation Aerospace Material Division
Adhesive
EPK-9340
The Dexter Corp. Engineering Adhesives Division Seabrook, NH
Adhesive
Type/Class IC
EA-9394 EA-9396
The Dexter Corporation Aerospace Material Division
Adhesive
Type/Class ID
A-1186-B
SIA Adhesives Inc. 123 West Bartges St. Akron, OH 44311
Adhesive
Type/Class IE
Fastweld 10
Ciba-Geigy Corp. Furane Aerospace Products Los Angeles, CA
Adhesive
608 Epoxy-Patch
The Dexter Corp. Engineering Adhesives Division
Adhesive
Polystrate 5-Minute Epoxy
ITW Devcon 30 Endicott St. Danvers, MA 01923
Adhesive
EA-960F
The Dexter Corporation Aerospace Material Division
Adhesive
Aluminum Putty F
ITW Devcon
Adhesive
16307
Dayton-Granger Inc. 3299 SW 9th Ave. P.O. Box 350550 Ft. Lauderdale, FL 33335
Adhesive
KE4238/HD3475
The Dexter Corp. Electronic Materials Divsion Olean, NY
Adhesive
Type/Class IH
15348
Dayton-Granger Inc.
Adhesive
Type/Class IIA
SC-1589
H. B. Fuller Company 1200 Willow Lake Blvd. P.O. Box 64683 St. Paul, MN 55164
Adhesive
Vangrip 14-30
Mid-West Industrial Chemical Co. St. Louis, MO
Adhesive
Type/Class IF
I
NUMBER
Type/Class IG
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MODEL 208
MAINTENANCE MANUAL Table 201. Adhesives (continued) NAME
NUMBER
MANUFACTURER
1300-L
3M Adhesives, Coatings Division St. Paul, MN
USE Adhesive
&
Sealers
Type/Class IIB
30-NF2000-NF/ Spray
3M Co.
Adhesive
Type/Class IIIA
Scotch-Grip 847
3M Co.
Adhesive
Type/Class IIIB
EC-776
3M Co.
Adhesive
EC-776SR
3M Co.
Adhesive
CS-3600
Flamemaster Corp. Chem Seal Division Sun Valley, CA
Adhesive
EC2262
3M Co.
Adhesive
4693
3M Co.
Adhesive
RTV102 RTV103 RTV108
General Electric Company Silicone Products Dept. Mechanicville Rd. Waterford, NY12188
Adhesive
RTV732 RTV734
Dow Corning Corp.
Adhesive
Type/Class VB
RTV106
General Electric Company
Adhesive
Type/Class VC
RTV157 RTV159
General Electric Company
Adhesive
Type/Class VD
93-076 RTV
Dow Corning Corp.
Adhesive
PSA529/ SRC18
General Electric Company
Adhesive
Type/Class VF
Silastic 730
Dow Corning Corp.
Adhesive
Type/Class VIIA
Loctite 49550
Loctite Corp. Newington, CT 06111
Adhesive
Type/Class VIIB
Blak Max 38050 38061
Loctite Corp.
Adhesive
Type VIII
950 Transfer Tape 4930 VHB Tape 4945 VHB Tape Scotch-Mount 4962
3M Co. Industrial Tape Division St. Paul, MN
FasTape 1191 UHA Transfer Tape FasTape 3099 UHA Transfer Tape
Avery Dennison Specialty Tape Division Painesville, OH
Type IV
Type/Class VA
Adhesive and
Specialties
Adhesive
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MODEL 208 MAINTENANCE MANUAL Table 201. Adhesives (continued) NAME Type/Class IXA
USE
MANUFACTURER
NUMBER Thixon 405
Morton Intl. Inc. Chemicals Specialty Adhesives West Alexandria, OH
Adhesive Group/
HE17017
Hartel Enterprises, Inc.
Adhesive
Uralane 8089A/B Uralane 5774A/B
Ciba-Geigy Corp. Reliable Division Fountain Valley, CA 92708
Adhesive
32555 707
Loctite Corp.
Adhesive
PS-18 PS-30
Caseway Industrial Products 6624 Prospect St. P.O. Box 249 Caseville, MI 48725
Adhesive
Type XI
Hot Melt Adhesive 6363
Bostik Inc. Middleton, MA
Adhesive
Type/Class XIIA
Duco Cement
ITW Devcon
Adhesive
Type/Class XIIB
Velcro #40
Velcro USA Inc. Manchester, NH
Adhesive
Type/Class IXB
Type X
Table 202. Solvent Cements NAME
(All solvents should be either C.P., U.S.P. or Reagent Grade)
Class VI Methyl n-Propyl Ketone MIBK Acetone Cyclohexanone Tetrahydrofuran Methylene Dichloride Ethylene Chloride EC4801 6.
USE
MANUFACTURER
NUMBER
Cleaning
3M Co.
Requirements for Bonding A.
Surfaces to be bonded must be clean and dry, free from dust, lint, grease, oil, condensation, other moisture and all other contaminating substances.
B.
Jelled or over aged adhesives should not be used until they are tested.
C.
Bonds should be free of wrinkles and entrapped air bubbles. They should not be loose at the edges or exhibit poor adhesion.
D.
Containers for adhesives should be kept tightly closed when the adhesives are not being used, unless otherwise specified.
E.
Adhesives should not be applied when the temperature of either the adhesive or the surfaces to be bonded is below 65°F.
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL F.
Two component adhesives require weighing and mixing unless pre-weighed kits are used. Weighing equipment should be kept clean and personnel doing the weighing should use good personal hygiene.
G.
Metals should be chemically cleaned. In general, cleaning of metal surfaces for bonding consists of removing oils and greases by solvent or soap solutions. This is followed by mechanical abrading of the surface. Loose abraded particles should be removed before bonding.
H.
In general, plastics, rubber, leather, cork, wood, etc., should be cleaned of oil and grease by use of solvent. Bonding of plastics and rubber will be improved by abrading the surface after degreasing. Loose abraded particles should be removed before bonding. NOTE:
All surfaces prepared for adhesive bonding should be free of grease, fingerprints, paint, heat scale, corrosion, smut, powder, etc.; slight water stains are permissible providing the surface passes the following:
(1) Examine metal surfaces while they are still wet from the rinsing operations for continuity of water film. Formation of water droplets or discontinuity of the water film (water break) indicates the presence of oily or greasy residues and parts should be reprocessed. (2) If doubt exists to quality of rinse, the following test may be applied to parts while they are still wet from the rinsing operation. Select a representative area of the bonding surface and test this area with pH indicating paper. A pH of less than 5.0 or greater than 9.5 requires rerinsing and retesting of surface. 7.
Manual Cleaning and Deoxidizing of Aluminum Alloys A.
Procedure. NOTE:
Exercise care to prevent trapping solutions at the edge of joints.
(1) Remove oil, grease, ink, etc. by solvent cleaning. (2) Mask off dissimilar metals or surface not to be deoxidized. (3) Spray, brush or swab alkaline cleaner (Turco 4215) on surface. Keep area to be cleaned wet for at least 5 minutes. (4) Spray rinse thoroughly with room temperature water for a minimum of 3 minutes. (5) With an acid brush, apply paste cleaner 0.06 inch to 0.12 inch thick on surface to be bonded. Allow the paste cleaner to remain on the surface for 45 to 60 minutes. (a) Paste cleaner (all measure by weight). 1 Sulfuric Acid (Concentrated, Technical Grade): 38 percent, +2 or -2 percent; Sodium Dichromate Dihydrate: 7 percent, +1 or -1 percent; Cab-O-Sil: 7 percent, +1 or -2 percent. 2 Balance: distilled water. (6) Remove the paste with dry cheesecloth. Wash the area with a clean cheesecloth saturated with high purity water. Parts should be water-break free. If not, repeat procedure above beginning with Step 3. Dry the area for 15 minutes minimum with heat lamps before bonding. NOTE:
Parts processed should be handled so as to prevent recontamination by dirt, grease, fingerprints, etc. Personnel handling prepared surfaces for adhesive bonding should wear clean, white, low-lint gloves. Change gloves frequently to avoid contamination. Gloves may be contaminated easily by contact of working surface with body oils or hair. These soils must not be transferred to bonding surfaces. Prepared surfaces of items that will require transportation or short time storage should be wrapped with clean kraft paper.
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MODEL 208
MAINTENANCE MANUAL
8.
Liquid Solvent Cleaning WARNING: Solvents should be considered flammable and should not be exposed to flames or sparks under any circumstances. Fresh air masks and/or adequate ventilation is required for all closed areas. A.
Requirements. (1) Plastic or rubber materials should not be immersion cleaned or vapor degreased. (2) Solvents should never be poured or sprayed on surface to be cleaned. (3) It is essential that clean cloths and clean solvents are used during the final cleaning operation. (4) Bonding or subsequent priming operations should be accomplished as soon as possible after cleaning and drying of surfaces. (5) Solvent cleaned surfaces should be dry and free of all visible soils. Iridescent surfaces are evidence of improper cleaning.
B.
Procedures. (1) Liquid solvent cleaning should generally be used when it is not practical to clean parts of assemblies by vapor degreasing or immersion in chemical cleaners. However, some finishing codes require solvent cleaning. One or more steps may be eliminated if the surfaces to be cleaned are not soiled enough to warrant the inclusion of all steps. (2) Wipe off excess oil, grease or dirt from surface. (3) Apply solvent to a clean, oil-free cloth, preferably by pouring solvent on the cloth from a safety can or other approved container. The cloth should be well saturated but not to the point where it is dripping. (4) Wipe the surface with the moistened cloth as required to dissolve or loosen soil. Work on a small enough area so that the surface being cleaned remains wet. (5) With a clean dry cloth, immediately wipe the surface while the solvent is still wet. Do not allow the surface to evaporate dry. (6) Repeat Steps (3) through (5) until there is no discoloration on the drying cloth. Additions or Exceptions. (1) Metals. (a) Prior to bonding or priming, lightly abrade surface with ScotchBrite brand pads, Clean N' Finish material, Type A fine or aluminum oxide 320 grit sandpaper. Remove loose abraded particles and follow by solvent cleaning.
C.
CAUTION: Abrasives containing silicone carbide are not suitable for this purpose and should not be used. (b) Metal surfaces should be cleaned with a solvent chosen from reference Table 203. Table 203. Solvent Metal Cleaners METAL
SOLVENT
All
Table 204.
Methyl n-Propyl Ketone MIL-PRF-680 Solvent, Dry Cleaning, Type III TT-I-735 Isopropyl Alcohol
Solvent Cleaners for Plastic Materials PLASTIC TYPE
SOLVENT
ABS (Acrylonitrite-Butadiene-Styrene)
TT-I-735 Isopropyl Alcohol
Cellulose Acetate
MIL-PRF-680 Solvent, Dry Cleaning, Type III
CAB (Cellulose- Acetate-Butyrate) 20-30-04 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL Table 204. Solvent Cleaners for Plastic Materials (continued) PLASTIC TYPE
SOLVENT
PPO (Polyphenylene Oxide) Polystyrenes Polyurethanes Silicones Vinyls Acrylics
TT-I-735 Isopropyl Alcohol
Polycarbonates Epoxies Melamines Nylons Phenolics Polyesters
Methyl-n-Propyl Ketone
Polyethylenes
Detergent, Liquid Dishwashing
Polypropylenes Polyimides
TT-1-735 Isopropyl Alcohol
Fluoroplastics (TFE, FEP, KEL-F)
MIL-PRF-680 Solvent, dry cleaning, Type III Methyl n-Propyl Ketone TT- 1-735 Isopropyl Alcohol
(2)
Plastic or rubber. (a) Removal of heavy soil from surfaces may be accomplished by washing the surface with a mild water and liquid dishwashing detergent solution prior to solvent cleaning.
CAUTION: Abrasives containing silicone carbide are not suitable for this purpose and should not be used. (b) (c)
Prior to bonding, lightly abrade surface with aluminum oxide 180 grit sandpaper. Remove loose abraded particles and follow by solvent cleaning. Surfaces should be cleaned with a solvent chosen from Table 204 for plastic or Table 205 for rubber materials.
Table 205. Solvent Cleaners for Rubber Materials RUBBER TYPE Buna S
SOLVENT TT-I-735 Isopropyl Alcohol
Buna N Neoprene Thiokol Butyl
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MODEL 208 MAINTENANCE MANUAL Table 205. Solvent Cleaners for Rubber Materials (continued) RUBBER TYPE
SOLVENT
Natural Silicones
TT-I-735 Isopropyl Alcohol
Ethylene Propylene NOTE 1: When cleaning rubber, use fluid sparingly and dry dampened area thoroughly. 9.
Adhesive Mixing, Application and Curing A. Type I Epoxy. (1) These adhesives are two component materials and require weighing to obtain the proper amount of each component. Thorough mixing of the weighed components is required for the adhesive to perform properly. Do not mix large batches of the adhesives at one time as this reduces the pot life of the adhesive. Four hundred grams of the adhesive will generally give a pot life of 30 minutes. Small batches and shallow containers will lengthen pot life. Apply a coat of adhesive 0.020 to 0.030 inch (0.5 to 0.8 mm) thick to the surface to be bonded. Press bonded surfaces together to extrude excess adhesive and air so that the resultant bondline is 0.005 inch to 0.010 inch (0.13 mm to 0.25 mm) thick. Pressure may be applied by clamps or weights until cured. Cure for 24 hours at 77°F (25°C) or 2 hours at 180°F (82°C). (a) Type IA (EA9309.3NA). Combine 100 parts by weight of component A with 23 parts by weight of component B. Mix thoroughly. Weight and mix per instructions on containers. (b) Type IB (EA907). Combine 100 parts by weight of component A with 80 parts by weight of component B. Mix thoroughly and follow instructions on container. (Devcon F). Combine 1 part by weight Devcon F hardener with 9 parts by weight of Devcon F.Mix thoroughly to a lump free mixture. Devcon F will cure in 2 hours at 77°F (25°C ). Both of these materials are primarily fillers for hole repair. Apply and shape to the desired thickness or contour, allow to cure, then sand to the desired shape or size. (c) Type IC (EA9394NA and 380/6). These high temperature adhesives are mixed by combining 100 parts by weight of base material to 33 parts of hardener. Observe mixing instructions on containers. (d) Type ID (A1186-B). Combine 1 part by weight of A1186-B catalyst A with 8 parts by weight of A1186-B, then mix thoroughly. The pot life of the mixed material is approximately 8 hours at 77°F (25°C). Apply a coat of adhesive on the surfaces to be b onded and allow them to air dry until the solvent odor is gone (approximately 3 to 4 minutes at 77°F (25°C)). Press the faying surfaces firmly together, preferably using a hard rubber or plastic roller and allow them to remain together for 16 hours at 77°F (25°C) before han dling. Cure for 24 hours at 77°F (25°C) before applying stress to the bond. Maximum stre ngth develops in 5 days at 77°F (25°C). Pressure may be applied by clamps or weights dur ing part or all of the 5-day period as desired. (e) Type IE (EC2216). Combine 100 parts by weight of component B with 140 parts by weight of component A. Mix until the components blend to a uniform medium gray color. (f) Type IF (number 10). Combine equal weights or volume of both components. Mix together until material is one color. Apply to joint. Work life is only 5 minutes and material sets in 10 minutes. Apply pressure to the joint or component being bonded. Adhesive should carry a load within 1 hour. B.
Type II, III and IV Synthetic Rubber and Resin Adhesives. NOTE:
These adhesives are single component solvent blends of rubber or resin. They have high initial tack and will bond a wide variety of different materials.
(1) Apply a coat of adhesive on the surfaces to be bonded and allow them to air dry until most of the solvent has evaporated and the adhesive exhibits an aggressive tack. This condition can be determined by touching the adhesive lightly using the back of the knuckle instead of the fingertips in order to minimize contamination. When the adhesive is quite tacky but no longer
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MAINTENANCE MANUAL transfers to the back of the knuckle, the surfaces are ready for bonding. This normally requires from 3 minutes to 30 minutes depending on film thickness, nature of the surfaces, temperature and humidity. (a) Very porous surfaces may require two coats. If two coats are applied, let the first coat dry completely from 30 minutes to 60 minutes before applying the second coat and testing for tack as described above. (b) When bonding two nonporous surfaces, the coat of adhesive to both surfaces may be allowed to dry completely and then one surface reactivated with a very light coat of adhesive and tested for tack as described above. This latter procedure will reduce the amount of solvent trapped in the bond and is especially useful in the case of bonding nonporous surfaces since trapped solvents can greatly prolong the time required for the bond to reach full strength. (c) Press the faying surfaces firmly together, preferably using a hard rubber or plastic roller and apply any needed clamps or weight. Cure for at least 24 hours at 77°F (25°C) before applying any stress to the bond. (2) Type II. (a) EC880. Bond according to procedures in step (1). (b) EC847. Bond according to procedures in step (1). (c) EC1300L. Bond according to procedures in step (1). (d) 5452 Contact Adhesive. Bond according to procedures in step (1). (e) 5431 Tuf-Grip Cement. Bond according to procedures in step (1). (f) 1636. Bond according to procedures in step (1). (3) Type III. (a) EC847. Bond according to procedures in step (1). (4) Type IV. (a) Type IV (EC2262). Bond according to procedures in step (1). C.
Type V Silicone Rubber Adhesives. NOTE:
These adhesives are one part silicone rubber material which will bond a wide variety of different materials. Cure of these adhesives is initiated by moisture in the air. Nonporous surfaces being bonded with these adhesives will cure very slowly or not at all on wide bond lines.
(1) Apply a coat of adhesive to the surfaces to be bonded and press them firmly together within 10 minutes. Apply pressure by clamps or weights for at least 24 hours at 77°F (25°C) before handling. (2) Type VA (RTV157). Bond according to procedures in step (1). (3) Type VB (RTV159). Bond according to procedures in step (1). (4) Type VC. (a) RTV732. Bond according to procedures in step (1). (b) RTV734. Bond according to procedures in step (1). (c) RTV738. Bond according to procedures in step (1). (d) RTV102. Bond according to procedures in step (1). (e) RTV103. Bond according to procedures in step (1). (f) RTV108. Bond according to procedures in step (1). (g) RTV109. Bond according to procedures in step (1). (h) RTV162. Bond according to procedures in step (1). (5) Type VD (RTV106). Bond according to procedures in step (1). (6) Type VE (RTV94-034). Bond according to procedures in step (1). D.
Type VI Solvent Bonding. (1) This type bonding depends on the solvent softening the plastic surfaces to be bonded. The softened surfaces are pressed together and held until the solvent evaporates and the plastic hardens. The appropriate solvent may be applied to plastic surfaces by brushing, spraying, dipping or by use of a felt pad. (2) Allow the solvent to remain on the plastic until both surfaces soften then immediately join the surfaces while wet. 20-30-04 © Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL (3) Apply clamps, weight or a holding fixture to keep the bonding surfaces in solid contact until the bond is firmly set. Allow the bond to set for 24 hours at 77°F (25°C) befo re applying any stress to the bond. E.
Type VII Cyanoacrylate. (1) Apply adhesive to surface to be bonded. Do not apply excess adhesive. Mating parts should fit well so the bond line will be 0.005 inch (0.13 mm) or as specified on label. Apply clamping pressure.
F.
Type VIII Pressure Sensitive. (1) Clean surfaces to be bonded. Apply adhesive to bond surface and assemble with pressure. Adhesive gains strength with time under pressure although most parts may be handled within 5 to 10 minutes after application of pressure.
G.
Type IX Polyurethane. (1) This adhesive is a tough, flexible material which bonds a variety of plastic materials as well as aluminum. The adhesive offers excellent low temperature performance plus good peel. Weigh and mix adhesive in accordance with directions on label. Apply adhesive to area to be bonded. Clamp parts together so the resultant bond line will be within 0.005 inch to 0.020 inch (0.13 mm to 0.51 mm) and there is no entrapped air. Parts may be lightly handled after 6 hours but 24 hours of cure is preferred.
H.
Type X Acrylic. (1) PS-18. (a) The mixing of PS-18 cement is based on 4 fluid ounces (118 ml) of cement. The 4 fluid ounces have a useful life of 30 minutes. Mix at a temperature of 65F to 80°F (18°C to 27°C). Batches larger than 4 fluid ounces (118 ml) should not be mixed at one time. Do not mix more cement than can be used in 30 minutes. Unused cement should be discarded after 30 minutes. (b) Add one capsule (2.4 g) of catalyst mixture (component B) to 4 fluid ounces (118 ml) of base cement (component A). Dissolve by stirring. The base cement with catalyst added may be stored in a refrigerator at 40F (4°C) or below for 24 ho urs. WARNING: Do not mix catalyst (Component B) directly with promoter (Component C). A violent reaction will take place when these two materials are directly mixed together. If promoter (Component C) is accidentally spilled on skin, remove immediately by washing with soap and water. (c) Just before using the catalyzed cement, add 5 ml of promoter (component C) to the mixture. Stir thoroughly. Do not add component C to more cement than can be used in 30 minutes. (d) Surfaces of acrylic to be bonded should have these areas sanded and cleaned with aliphatic naphtha Type II (TT-N-95) before application of cement. Apply cement to bond area in sufficient quantity so the bond line, after pressure application, will be 0.005 inches to 0.015 inch (0.13 mm to 0.38 mm). Apply clamps or pressure by other means and hold for at least 3 hours at 75F (24°C). After this time, parts may be lightly handled. Allow 24 hours at 75°F (24°C) for more complete cure.
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MODEL 208 MAINTENANCE MANUAL ANAEROBIC ADHESIVES - MAINTENANCE PRACTICES 1.
General This maintenance practice provides procedures for application of anaerobic adhesives. Anaerobic adhesives are retaining compounds which will harden between properly prepared mating surfaces where air is excluded.
A.
WARNING: Some of these materials contain Aromatic Amines and/or Cyano-Acrylate fluids and are mildly poisonous. Avoid prolonged or repeated contact with the liquid or breathing of the vapors. Use with adequate ventilation. Cyano-Acrylate adhesives will instantly bond skin and can cause severe eye injury. Apply only to surface to be bonded. In case of skin contact, flush with water. In case of eye or internal contact, get medical attention. 2.
Materials A.
For anaerobic adhesive materials and application, refer to Table 201., Adhesives and Applications. NOTE: NAME
I
Equivalent substitutes may be used for the following items. NUMBER
MANUFACTURER
USE
Methyl n-Propyl Ketone
Commercially available
Cleaning solvent.
Sotoclean 110
PRC-DeSoto International 5340 San Fernando Rd. Glendale, CA 94710
Cleaning solvent.
DS108
Dynamold, Inc. 2905 Shamrock Ave. Fort Worth, TX 76107
Cleaning solvent.
Locquic Primer N (Ready to use)
Catalog Number 764-56
Loctite Corp. 705 North Mountain Road Newington, CT 06111
May be used with Loctite products 515, 569 and 592.
Locquic Primer T
Catalog Number 747-56
Loctite Corp.
May be used with Loctite products 222, 242, 271, 277, 290, 416, 601, 620 and 680.
Loctite Corp.
Tacking wires or wire bundles in place.
Wire Tacking Kit (Loctite) 3.
General Requirements for Bonding/Sealing A.
All surfaces to be bonded and/or sealed must be free of paints and corrosion preventive organic coatings.
B.
Surfaces must be clean and dry prior to application of adhesive. (1) Surface must be free from dust, lint, grease, chips, oil, condensation or other moisture and all other contaminating substances.
C.
Primers and/or adhesives must not be applied when the temperature of the primer, adhesive or parts is below 60°F.
D.
Excess adhesive must squeeze out of the joint when it is secured.
E.
Correct primer and/or adhesive must be used.
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MODEL 208 MAINTENANCE MANUAL F.
Correct cleaning solvent and procedure must be used.
Table 201. Adhesives and Applications LOCTITE PRODUCT
COLOR
APPLICATION
222
Purple
Low strength locking and sealing or threaded fasteners (removable).
242
Blue
Medium strength locking and sealing of threaded fasteners and key assemblies (removable) (one-fourth inch diameter or larger).
271
Red
High strength locking and sealing of threaded fasteners (removable) (three-eighth inch diameter or larger).
277
Red
High strength locking and sealing welds and locking preassembled threaded fasteners.
290
Green
Penetrating action for sealing welds and locking preassembled threaded fasteners.
515
Purple
Form-in-place gaskets and dressing cut gaskets.
569
Brown
Seals hydraulic fluids, including fire resistant synthetics, to the working pressure of the hydraulic line.
592
White
Low strength sealing of pipe threads and threaded fittings.
601
Green
High strength retaining for studs, bearings, and bushings.
620
Green
High strength retaining at temperatures up to 450°F.
680
Red
Extra-high strength retaining for strengthening press fits and bonding cylindrical parts.
416
Clear
Wire tacking adhesive.
4.
Cleaning A.
All surfaces to which adhesive is to be applied must be clean and dry.
WARNING: Caution must be observed during cleaning. solvents are toxic and/or flammable. (1) (2) (3) 5.
Most cleaning
Parts will be vapor degreased, cleaned with solvents, or, when a primer is to be used, the primer may also be used for cleaning. Allow all cleaned surfaces to dry a minimum of five minutes prior to application of primer and/or adhesive materials. In the event that contamination occurs, the surfaces must be recleaned.
Primer Application A.
When primer is used, it may be applied by dipping, brushing or spraying the surfaces to be bonded and/or sealed. The parts should be allowed to drain and air dry prior to application of the adhesive materials. (1) Apply only a thin uniform coating, avoiding any excess.
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6.
Adhesive Application NOTE: A.
7.
Application of Adhesive. (1) Apply the adhesive to both mating surfaces of the joint when possible. (2) Sufficient adhesive must be applied so the space between the assembled surfaces is completely filled with adhesive and a small excess is squeezed out around the periphery of the joint when the joint is secured. (3) After application of adhesive over primed surfaces, the joint should be secured immediately. (4) After the assembly is secured, remove uncured adhesive which extrudes onto the exterior of the joint. Use a wiper dampened with water or solvent as applicable.
Adhesive Cure A.
8.
All applications must be made using the proper adhesive material.
In most cases, adhesives applied to active surfaces will cure in 24 to 26 hours at 77°F. (1) Factors that influence cure are: (a) Activity of the surfaces. (b) Clearance in joint fit. (c) Specific adhesive material used. (d) Specific primer used, if any. (e) Temperature.
Wire Tacking A.
Wires and/or wire bundles may be tacked in place with adhesive Loctite 416 or using a Wire Tacking Kit. (1) When utilizing a Wire Tacking Kit, follow the instructions provided with the kit. (2) When utilizing adhesive Loctite 416 not in a kit, perform the following: (a) Hand solvent clean the surface. Refer to Cleaning. (b) Apply a thin stripe of "Speed" activator (primer) with the felt applicator in the bottle. (c) Position the wire and hold it against the surface. (d) Apply one or two drops of wire tacking adhesive over the wire. (e) Hold for 15 to 30 seconds.
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MAINTENANCE MANUAL Table 201. General Solvents (continued) CLEANER/ FEDTYPE CLASSOLVENT ERAL SIFICATION SPECIFICATION Cleaning Compound, Aluminum
MIL-C5410OB
Methyl nPropyl Ketone
USE/ DESCRIPTION FUNCTION
CAUTION/ WARNING
Type I Viscous Emulsion Type 11- Clear Liquid
Use full strength for maintenance of unfinished aluminum surfaces. Use full strength or diluted with mineral spirits and water for maintenance of unfinished aluminum surfaces.
RUBBER OR SYNTHETIC RUBBER GLOVES AND EYE PROTECTION SHOULD BE USED WHEN HANDLING THE COMPOUND. WASH FROM SKIN IMMEDIATELY WITH WATER OR A SOLUTION OF SODIUM BICARBONATE AND APPLY GLYCERIN OR PETROLEUM JELLY. WASH FROM EYES AS PER MANUFACTURER'S INSTRUCTIONS AND REPORT TO NEAREST MEDICAL FACILITY.
Type 11
Cleaner
FLAMMABLE. EYE PROTECTION SHOULD BE USED WHEN HANDLING. USE ONLY WITH ADEQUATE VENTILATION. VAPOR CONCENTRATIONS MAY CAUSE DROWSINESS AND IRRITATION OF EYES OR RESPIRATORY TRACT.
IToluene A-A59107D
4.
Use as a solvent or thinner FLAMMABLE VAPOR. VAPOR HARMFUL. for organic coatings, various resins, and chlorinated rubber. Also used to dilute cellulose lacquers and dopes.
Safety Precautions A.
Caution should be exercised during cleaning operations. Solvents should be considered flammable and should not be exposed to flame or spark under any circumstances. Fresh air masks and/or adequate ventilation are required for all closed areas.
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MAINTENANCE MANUAL above -40'F but are not warmer than - 20'F, the materials may be stored for a maximum of one week above -30'F plus time at -40'F or colder for a combined total not to exceed four weeks beyond the date of mixing. (b) Unmixed sealants shall be stored at a controlled temperature of between 40'F and 80'F and have a shelf life of approximately six months when stored within this temperature range. Unmixed sealants stored at temperatures exceeding 80'F shall be used within five weeks. C.
3.
All materials should be used on a "first in, first out" basis. The adhesives, cements and sealants should be rotated so this requirement can be accomplished. All material containers should be clearly marked with a "use by" date, consisting of the year and month. All materials not used by this date must be tested prior to use. Refer to Testing Criteria and Table 1.
Testing Criteria A.
Any material (adhesive, cement or sealant) not used within its shelf life will be tested and the results reviewed to determine if the material is usable. If there is doubt about the material being usable, it must be properly disposed of. Material that has exceeded its original shelf life may be retested to determine if the material meets its requirements. Materials meeting their requirements will have their shelf life extended as specified in Table 1. Materials with shelf life extensions must be retested after a specified period of time. Refer to Table 1.
B.
Testing of Overage Adhesives and Cements. NOTE:
C.
Overage adhesives and cements are those that have exceeded their original shelf life and must be tested prior to use and/or given extended shelf life.
(1) For identification of adhesive and cement classification, refer to Adhesive and Solvent Bonding - Maintenance Practices. (a) Class I Epoxy Adhesive - Examine both components to ensure that they are still workable. Check for gelling and/or contamination. Stir components and mix a small amount of adhesive. Verify that adhesive sets up and hardens. (b) Class II, Ill and IV Rubber and Resin Base Adhesives - Open containers and check for gelling and/or contamination. Check for spreading and drying. (c) Class V Silicone Rubber Adhesives - Examine adhesive for hardness. If adhesive is still soft and can be spread, it is acceptable. Verify that adhesive will harden. (d) Class VI Solvent Bonding Solvents - Check for signs of apparent contamination. Solvents should be clean and clear with no signs of cloudiness. (e) Class VII Cyanoacrylic Base Adhesives - Verify that product is still liquid with no visible signs of contamination. (f) Class VIII Pressure Sensitive Materials - Open containers and inspect for hardening, gelling and contamination. Stir components and mix a small amount of adhesive. Verify that adhesive sets up properly. (g) Class X Acrylic Adhesives - Inspect base material to ensure that it is still liquid. Mix a small amount of the components and verify that it sets up properly. (2) In general, if these materials exhibit normal physical properties, with no signs of hardening, gelling or contamination and set up and/or harden properly as applicable, the shelf life may be extended as specified in Table 1. Testing of Overage Sealants. NOTE:
Overage sealants are those that have exceeded their original shelf life and must be tested prior to use and/or given extended shelf life.
(1)
For identification of sealant classification, refer to Fuel, Weather and High-Temperature Sealing Maintenance Practices. (2) Overage sealants to be tested for possible shelf life extension shall be properly mixed using the correct materials, procedures and equipment. -
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MAINTENANCE MANUAL above -40'F but are not warmer than - 20'F, the materials may be stored for a maximum of one week above -30'F plus time at -40'F or colder for a combined total not to exceed four weeks beyond the date of mixing. (b) Unmixed sealants shall be stored at a controlled temperature of between 40'F and 80'F and have a shelf life of approximately six months when stored within this temperature range. Unmixed sealants stored at temperatures exceeding 80'F shall be used within five weeks. C.
3.
All materials should be used on a "first in, first out" basis. The adhesives, cements and sealants should be rotated so this requirement can be accomplished. All material containers should be clearly marked with a "use by" date, consisting of the year and month. All materials not used by this date must be tested prior to use. Refer to Testing Criteria and Table 1.
Testing Criteria A.
Any material (adhesive, cement or sealant) not used within its shelf life will be tested and the results reviewed to determine if the material is usable. If there is doubt about the material being usable, it must be properly disposed of. Material that has exceeded its original shelf life may be retested to determine if the material meets its requirements. Materials meeting their requirements will have their shelf life extended as specified in Table 1. Materials with shelf life extensions must be retested after a specified period of time. Refer to Table 1.
B.
Testing of Overage Adhesives and Cements. NOTE:
C.
Overage adhesives and cements are those that have exceeded their original shelf life and must be tested prior to use and/or given extended shelf life.
(1) For identification of adhesive and cement classification, refer to Adhesive and Solvent Bonding - Maintenance Practices. (a) Class I Epoxy Adhesive - Examine both components to ensure that they are still workable. Check for gelling and/or contamination. Stir components and mix a small amount of adhesive. Verify that adhesive sets up and hardens. (b) Class II, Ill and IV Rubber and Resin Base Adhesives - Open containers and check for gelling and/or contamination. Check for spreading and drying. (c) Class V Silicone Rubber Adhesives - Examine adhesive for hardness. If adhesive is still soft and can be spread, it is acceptable. Verify that adhesive will harden. (d) Class VI Solvent Bonding Solvents - Check for signs of apparent contamination. Solvents should be clean and clear with no signs of cloudiness. (e) Class VII Cyanoacrylic Base Adhesives - Verify that product is still liquid with no visible signs of contamination. (f) Class VIII Pressure Sensitive Materials - Open containers and inspect for hardening, gelling and contamination. Stir components and mix a small amount of adhesive. Verify that adhesive sets up properly. (g) Class X Acrylic Adhesives - Inspect base material to ensure that it is still liquid. Mix a small amount of the components and verify that it sets up properly. (2) In general, if these materials exhibit normal physical properties, with no signs of hardening, gelling or contamination and set up and/or harden properly as applicable, the shelf life may be extended as specified in Table 1. Testing of Overage Sealants. NOTE:
Overage sealants are those that have exceeded their original shelf life and must be tested prior to use and/or given extended shelf life.
(1)
For identification of sealant classification, refer to Fuel, Weather and High-Temperature Sealing Maintenance Practices. (2) Overage sealants to be tested for possible shelf life extension shall be properly mixed using the correct materials, procedures and equipment. -
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MAINTENANCE MANUAL Table 1. Storage and Shelf Life of Adhesives, Cements and Sealants. (continued) STORAGE CONDITION EXTEND SHELF LIFE PRODUCT SHELF LIFE (TEMPERATURE) 6 Months 12 Months Loctite 680 40 to 80'F
RETEST IN 6 Months
Loctite 12829
40 to 80'F
12 Months
6 Months
6 Months
Loctite 12839
40 to 80'F
12 Months
6 Months
6 Months
DA-552- 1
40 to 80'F
12 Months
6 Months
6 Months
PS-18
40 to 80'F
12 Months
6 Months
6 Months
PS-30
40 to 80'F
12 Months
6 Months
6 Months
XA-3678
40 to 80'F
12 Months
6 Months
6 Months
XF-3585
40 to 80'F
12 Months
6 Months
6 Months
LR-1 00-226
40 to 80'F
12 Months
6 Months
6 Months
EC776
40 to 80'F
*
SB and P-2
40 to 80'F
12 Months
6 Months
6 Months
Pro-Seal 890
40 to 80'F
6 Months
2 Months
2 Months
GC-408
40 to 80'F
6 Months
2 Months
2 Months
PR-i1422
40 to 80'F
6 Months
2 Months
2 Months
PR-i1440
40 to 80'F
6 Months
2 Months
2 Months
GC-435
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 567
40 to 80'F
6 Months
2 Months
2 Months
PR-81 0
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 700
40 to 80'F
6 Months
2 Months
2 Months
GC-1 900
40 to 80'F
6 Months
2 Months
2 Months
PR-366
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 706B
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 735
40 to 80'F
8 Months
*3
Months
*3
Months
SEALANTS
to
6 Months
2 Months
2 Months
800 F
9 Months
4.5 Months
4.5 Months
Pro-Seal 870 Pro-Seal 895
400
40 to 800 F
6 Months
2 Months
2 Months
PR-i1321
40 to 80'F
6 Months
2 Months
2 Months
GC-200
40 to 80'F
6 Months
2 Months
2 Months
RTV-730
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 815
40 to 800 F
6 Months
2 Months
2 Months
800 F
6 Months
2 Months
2 Months
GC-402 NOTE 1:
40 to
Do not use after three months of storage in the 81'F to 90'F range. Do not use after five days of storage above 90' F. *
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MAINTENANCE MANUAL Table 1. Storage and Shelf Life of Adhesives, Cements and Sealants. (continued) STORAGE CONDITION EXTEND SHELF LIFE PRODUCT SHELF LIFE (TEMPERATURE)
RETEST IN
Loctite 680
40 to 80'F
12 Months
6 Months
6 Months
Loctite 12829
40 to 80'F
12 Months
6 Months
6 Months
Loctite 12839
40 to 80'F
12 Months
6 Months
6 Months
DA-552- 1
40 to 80'F
12 Months
6 Months
6 Months
PS-18
40 to 80'F
12 Months
6 Months
6 Months
PS-30
40 to 80'F
12 Months
6 Months
6 Months
XA-3678
40 to 80'F
12 Months
6 Months
6 Months
XF-3585
40 to 80'F
12 Months
6 Months
6 Months
LR-1 00-226
40 to 80'F
12 Months
6 Months
6 Months
EC776
40 to 80'F
*
SB and P-2
40 to 80'F
12 Months
6 Months
6 Months
Pro-Seal 890
40 to 80'F
6 Months
2 Months
2 Months
GC-408
40 to 80'F
6 Months
2 Months
2 Months
PR-i1422
40 to 80'F
6 Months
2 Months
2 Months
PR-i1440
40 to 80'F
6 Months
2 Months
2 Months
GC-435
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 567
40 to 80'F
6 Months
2 Months
2 Months
PR-81 0
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 700
40 to 80'F
6 Months
2 Months
2 Months
GC-1 900
40 to 80'F
6 Months
2 Months
2 Months
PR-366
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 706B
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 735
40 to 80'F
8 Months
*3
Months
*3
Months
SEALANTS
to
6 Months
2 Months
2 Months
800 F
9 Months
4.5 Months
4.5 Months
Pro-Seal 870 Pro-Seal 895
400
40 to 800 F
6 Months
2 Months
2 Months
PR-i1321
40 to 80'F
6 Months
2 Months
2 Months
GC-200
40 to 80'F
6 Months
2 Months
2 Months
RTV-730
40 to 80'F
6 Months
2 Months
2 Months
Pro-Seal 815
40 to 800 F
6 Months
2 Months
2 Months
GC-402
40 to 800 F
6 Months
2 Months
2 Months
NOTE 1:
Do not use after three months of storage in the 81'F to 90'F range. Do not use after five days of storage above 90' F. *
20-30-06 ©Cessna Aircraft Company
Page 5 Mar 1/2008
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL INTERIOR AND EXTERIOR FINISH - CLEANING/PAINTING 1.
General A.
2.
Interior and exterior finish cleaning/painting consists of general information and instructions for applying chemical film treatments, primer and topcoats to the airplane.
Interior and Exterior Finishes A. Detail aluminum parts are chemically pretreated and epoxy primed prior to assembly. The chem-film pretreatment and the epoxy primer are primary coatings and must be maintained and preserved for corrosion control. Exterior assemblies that are to be topcoated receive ScotchBrite, hand solvent cleaning and another overall application of epoxy primer. The airplane exterior then receives an overall topcoat of polyurethane paint including stripes.
CAUTION: All plastic and fiberglass parts, except bushings, bearings, grommets and certain purchased antenna covers which are not colored or painted, shall be colored or painted to match adjacent surface. The head of the pitot tube must be open and free from paint and other foreign objects. The surface adjacent to static port must be smooth and free from all paint imperfection. Do not paint pitot tube, fuel caps, trim tab pushrods where they operate in an actuator, oleo strut sliding surfaces, standard polished spinners, exhausts stall warning vanes, chromed items (handles, locks, ect.) or the tie-down lugs (located on struts) or light lens. Paint the landing gear barrels and torque links to match the overall color. 3.
Paint Facility A.
4.
Painting facilities must include the ability to maintain environmental control of temperature at a minimum of 65°F (18°C). All paint equipment must be clean. Ac curate measuring containers should be available for mixing protective coatings. Use of approved respirators while painting is a must for personal safety. All solvent containers should be grounded to prevent static buildup. Catalyst materials are toxic, therefore, breathing fumes or allowing contact with skin can cause serious irritation. Material stock should be rotated to allow use of older materials first, because its useful life is limited. All supplies should be stored in an area where temperature is higher than 50F (10°C), but lower than 90°F (32°C). Storage at 90°F (32°C) is allowable f or no more than sixty days, providing it is returned to room temperature for mixing and use. (1) Areas in which cleaning or painting are done shall have adequate ventilation and shall be protected from uncontrolled spray, dust, or fumes. (2) Areas for prolonged storage of cleaned parts and assemblies awaiting painting shall be free from uncontrolled spray, dust, or fumes, or else positive means of protecting part cleanliness such as enclosed bins or wrapping in kraft paper shall be provided. (3) Areas in which cleaning or painting are done shall be periodically cleaned and dusted. (4) Compressed air used for dusting and paint spraying shall be free from oil, water and particulate matter.
Sanding Surfacer A.
Purpose and Requirements. (1) Surfacer is applied over fiberglass and Kevlar assemblies to provide aerodynamic contour, smoothness and to seal porous surfaces. Application of surfacer also provides a good surface for a polyurethane finish. (2) The objective of a surfacer is to fill local depressions, pits, pin holes and other small surface defects so a smooth surface is obtained for paint. The total surfacer thickness shall not be greater than 15 mils (0.38 mm). Only enough surfacer shall be applied to obtain a smooth surface for paint. If less thickness will provide a smooth surface, this is better. A thick layer of surfacer is less flexible and may crack in service.
20-31-00 © Cessna Aircraft Company
Page 701 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (3)
To complete the airplane's polyurethane finish over surfacer, begin by applying the intermediate coat. Apply topcoat (polyurethane enamel) using same procedure. (4) Should a repair be required (cracked or chipped paint) to areas where surfacer is applied, sanding surfacer should be removed to expose fiberglass or Kevlar. It may be necessary to remove all sanding surfacer on that individual assembly and/or component to obtain a satisfactory finish. For additional information, refer to Cleaning. (5) Sanding surfacer methods. (a) Do not intermix vendor material or substitute material. Also, do not substitute instructions. Select and use one vendor's material and use the corresponding instructions. B.
Cleaning.
CAUTION: Do not use chemical strippers on fiberglass, kevlar and graphite composite assemblies. Paint stripper solvent will damage these assemblies. Exterior composite assemblies include: inside of nose compartment doors, inside of nose landing gear doors, wing tips, aileron tips, inside tailcone access door, tailcone stinger cap, pylon ram air scoop and vertical stabilizer bullet CAUTION: Sanding of paint and/or sanding surfacer must be very carefully accomplished. Do not sand into the fabric layers of composite assemblies as this will result in loss of strength. (1)
Remove paint covering sanding surfacer by sanding. Paint should be removed well beyond damaged area. For best results, it is recommended to remove all paint covering sanding surfacer of that individual composite component. (2) Remove sanding surfacer by sanding from individual component to expose fabric. (3) Scuff sand area to be refinished with 320 grit paper. Do not over expose fabric. (4) Clean surface with Methyl n-Propyl Ketone. Follow manufacturer's instructions for final cleaning prior to sanding surfacer application. 5.
Paint Stripping A.
Mechanical Stripping (1) Mechanical methods of stripping include power sanding with a disc or jitterbug type sander, grinder, hand sanding, and wire brushing. (a) Ensure mechanical methods do not damage surfaces being stripped. Damage may include, but is not limited to, cutting fibers of composite structures or scratches in the surface of metallic surfaces.
CAUTION: Do not use low carbon steel brushes on aluminum, magnesium, copper, stainless steel or titanium surfaces. Steel particles may become embedded in the surfaces, and later rust or cause galvanic corrosion of the metal surfaces. (2) Mechanical stripping must be used for stripping composite or plastic surfaces. (3) Mechanical stripping is recommended for surfaces which might entrap chemical strippers and result in corrosion. (4) Mechanical stripping is required for painted surfaces masked during chemical stripping. B.
Chemical Stripping.
20-31 -00 © Cessna Aircraft Company
Page 702 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL WARNING: All paint strippers are harmful to eyes and skin. All operators should wear goggle-type eyeglasses, rubber gloves, aprons and boots. In case of contact with skin, flush with water. In case of contact with eyes, flush eyes thoroughly with water and consult physician immediately. Paint stripping should be done in a well ventilated area. CAUTION: Use of a heater with an open flame in an area in which stripping with a methylene chloride type stripper is used produces hydrochloric acid fumes. If acid is deposited on airplane it will corrode all surfaces. (1) Thoroughly clean airplane surfaces to remove all grease and other dirt which might keep stripping agent from attacking paint. (2) All seams and joints must be protected by applying a tape, resistant to strippers, to every joint to prevent stripping chemicals from entering the skin joints. Chemicals used for stripping polyurethane paint are very difficult to remove from joints, and may promote corrosion or deteriorate bonding agents used in assembly of airplane. (3) Mask following surfaces using plastic sheeting or waxed paper and plastic tape so as to make a safety margin of at least one-half inch (13 mm) between protected surface and surface to be stripped. NOTE: (a)
Do not use masking tape.
Mask all windows and transparencies.
CAUTION: Acrylic windows may be softened or otherwise damaged by paint stripper, solvent or paint. Use water and grease-proof barrier material and polyethylene coated tape to protect windows. 1
(b) (c) (d) (e) (f) (g)
Place barrier material over window and seal around periphery with polyethylene backed masking tape. 2 Cut second sheet of barrier material an inch (26 mm) or more larger than window. 3 Place second sheet of barrier material over window and seal with polyethylene tape. Mask all rubber and other non metals. Composites if possible, shall be removed from airplane prior to stripping. Mask all honeycomb panels and all fasteners which penetrate honeycomb panels. Mask all pivots, bearings and landing gear. Titanium, if used on airplane, must be protected from strippers. Mask all skin laps, inspection holes, drain holes, or any opening that would allow stripper to enter airplane structure.
CAUTION: Do not allow paint stripper to contact high heat treated steel pins, such as pins attaching landing gear components. Paint strippers may induce hydrogen embrittlement in high heat treated steel. (4) Apply approved stripper by spray or brush method.
20-31-00 © Cessna Aircraft Company
Page 703 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
WARNING: Use normal safety precautions when using flammable materials during cleaning and painting procedures. WARNING: Paint stripper solution is harmful to eyes and skin. Wear goggles, rubber gloves, apron and boots when working with paint stripper. Also wear appropriate respirator when applying "spray-on" strippers. The chemical supplier bulletins and instructions should be closely followed for proper mixing of solution, application methods and safety precautions.
(5) (6) (7) (8) (9) (10) (11) (12) (13) C.
(a) If using spray method, apply a mist coat to area to be stripped, then when paint begins to lift, apply a second heavy coat. (b) If applying with brush, brush across the surface only once, in one direction. Allow stripper coating to lay on the surface until paint lifts. After paint begins to lift, use a propylene bristle brush to agitate stripper to allow deeper penetration of stripper. Remove lifted paint with a plastic squeegee. Dispose of residue in accordance with local regulations. Inspect all surfaces for incomplete paint removal. (a) Repeat previous procedural steps as necessary until all paint is removed. After stripping airplane, thoroughly rinse to remove any stripping residue. Remove tape applied to protect joints and other masked areas. Carefully remove remaining paint at skin joints and masked areas by sanding with a hand or jitterbug type sander. If necessary to remove paint from inside skin joints, refer to Cleanout of Skin Joints. If corrosion is encountered, refer to Structural Repair Manual, Chapter 51, Corrosion/Repair, for corrosion treatment.
Cleanout of Skin Joints. (1) Install a surface conditioning disc on a pneumatic drill. (2) Taper edge of disc to an edge which will allow edge to fit into skin joint seam. (a) Run disc against a piece of coarse abrasive paper or a mill file until edge is tapered.
CAUTION: Excessive pressure or dwell time will cause scratches or grooves in metal. Ensure doubler at bottom of joint is not damaged or gouged in any way by this process. (3) Using tapered surface conditioning disc, remove paint and other material from joint seams. (4) Carefully, and using as low speed as possible, remove paint and all other material from joint. NOTE: 6.
Surface conditioning disc will wear rapidly, it will be necessary to resharpen (retaper) disc frequently.
Hand Solvent Cleaning
WARNING: Work in a well ventilated area free from sources of ignition. Use only approved solvents and materials. CAUTION: Airplane shall be grounded during solvent wipe. A.
Surface Cleaning. (1) Apply solvent to a clean wiping cloth by pouring from a safety can or other approved container. The cloth should be well saturated with solvent. Avoid dipping wipers into open solvent containers as this contaminates the solvent. (2) Wipe the surface with the wet cloth as required to dissolve or loosen soils. Work on a small enough area so that the area being cleaned remains wet with solvent.
20-31-00 © Cessna Aircraft Company
Page 704 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (3) With a clean dry cloth, immediately wipe dry the area being cleaned. Do not allow the surface to evaporate dry. (4) Repeat steps (1) through (3) as required and change cloths often. 7.
Maintenance of the Interior and Exterior Primary Coatings and Topcoat A.
Rework and repair primary coatings on airplane interior and exterior surfaces for protection and corrosion control. (1) Minor scratches or defects, which do not penetrate the epoxy primer or which penetrate the primer and expose bare metal, with the total area of exposed bare metal less than the size of a dime, touch up as follows: (a) Hand solvent clean and sand with 320 grit or finer sandpaper. (b) Clean with compressed air, hand solvent clean again, then wipe with a tack rag. (c) Mix and reapply epoxy primer (MIL P-23377 or equivalent) as directed by the primer manufacturer or supplier. (d) On a properly prepared surface, mix and apply polyurethane topcoat as directed by the paint manufacturer or supplier. (2) Major defects which expose bare metal to an area larger than the size of a dime, touch up as follows: (a) Hand solvent clean and sand with 320 grit or finer sandpaper. (b) Clean with compressed air, hand solvent clean again, then wipe with a tack rag. (c) Apply a spray wash primer or (preferred method) brush chem film primer. Mask the area to minimize the amount of primer from spreading over the existing epoxy primer. Let cure according to the product manufacturers recommendations. (d) Mix and apply epoxy primer (MIL P-23377 or equivalent) to the affected area within four hours. (e) If an exterior painted surface, mix and apply polyurethane topcoat as directed by the paint manufacturer or supplier.
20-31-00 © Cessna Aircraft Company
Page 705 Mar 1/2000
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL CONVERSION DATA - DESCRIPTION AND OPERATION 1.
General A. B.
2.
This section contains information for converting the more commonly used measuring units found in this manual from the common United States system to the International System of Units (metric system). Other conversion factors may be found in manuals such as Standard for Use of the International System of Units (SI): The Modern Metric System, prepared by ASTM, 100 Bar Harbor Drive, West Conshohocken, PA 19428-2959 USA.
Conversion Factors A.
B.
Distance and (1) Multiply (2) Multiply Mass (1) Multiply (2) Multiply
Length inches by 25.4 to obtain mm (millimeters). feet by 0.3048 to obtain m (meters). ounces by 28.35 to obtain g (grams). pounds by 0.436 to obtain kg (kilograms).
C.
Temperature (1) Subtract 32 from degrees Fahrenheit and multiply by 5/9 to obtain degrees Celsius.
D.
Torque (1) Multiply inch-pounds by 0.11298 to obtain Newton-meters. (2) Multiply foot pounds by 1.3588 to obtain Newton-meters.
E.
Force (1) Multiply pounds of force by 4.4482 to obtain N (Newtons).
F.
Pressure (1) Multiply pressure (psi) by 6.8948 to obtain kPa (kiloPascals). Mass flow (1) Multiply pounds-per-hour by 1.26 X 10-4 to obtain kg/sec.
G.
20-40-00 © Cessna Aircraft Company
Page 1
Mar 1/2000
CHAPTER
21
AIR CONDITIONING
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES CHAPTER-SECTION-SUBJECT
PAGE
DATE
21-00-00
Pages 1-2
Mar 3/1997
21-20-00
Page 1
Aug 1/1995
21-21-00
Pages 201-216
Apr 1/2010
21-22-00
Page 1
Aug 1/1995
21-22-00
Pages 101-102
Aug 1/1995
21-22-00
Pages 201-209
Aug 1/1995
21-24-00
Page 1
Apr 1/2010
21-24-01
Pages 401-402
Oct 15/1999
21-24-02
Pages 401-402
Apr 1/2010
21-41-00
Pages 1-5
Aug 1/1995
21-41-00
Pages 101-109
Aug 1/1995
21-41-00
Pages 201-217
Nov 3/2003
21-50-00
Page 1
Aug 1/1995
21-51-00
Pages 1-4
Apr 1/2010
21-51-00
Pages 101-110
Aug 1/1995
21-51-00
Pages 201-220
Apr 1/2010
21-52-00
Pages 1-4
Oct 15/1999
21-52-00
Pages 101-110
Oct 15/1999
21-52-00
Pages 201-221
Apr 1/2010
21-60-00
Pages 1-2
Aug 1/1995
21-Title 21-List of Effective Pages 21-Record of Temporary Revisions 21-Table of Contents
21 - LIST OF EFFECTIVE PAGES © Cessna Aircraft Company
Page 1 of 1 Apr 1/2010
CESSNA AIRCRAFT COMPANY MAINTENANCE MANUAL
RECORD OF TEMPORARY REVISIONS Temporary Revision Number
Page Number
Issue Date
By
Date Removed
By
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CONTENTS AIR CONDITIONING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-00-00 Page 1 21-00-00 Page 1 21-00-00 Page 1 21-00-00 Page 1
DISTRIBUTION - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-20-00 Page 1 21-20-00 Page 1
FRESH AIR DISTRIBUTION - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inlet Door Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Air Ventilation System Valves and Controls Removal/Installation. . . . . . . . . . . Cabin Air Outlet Valve Removal/Installation (Model 208 only) . . . . . . . . . . . . . . . . . . . Cabin Air Outlet Valves Removal/Installation (Model 208B Passenger) . . . . . . . . . . . Cabin Ventilation Fans and Switches Removal/Installation (Model 208 and 208B Passenger) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-21-00 Page 201 21-21-00 Page 201 21-21-00 Page 201 21-21-00 Page 201 21-21-00 Page 210 21-21-00 Page 211 21-21-00 Page 211 21-21-00 Page 211
HEATING AND DEFROSTING AIR DISTRIBUTION - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-22-00 Page 1 21-22-00 Page 1 21-22-00 Page 1
HEATING AND DEFROSTING AIR DISTRIBUTION - TROUBLESHOOTING . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-22-00 Page 101 21-22-00 Page 101
HEATING AND DEFROSTING AIR DISTRIBUTION - MAINTENANCE PRACTICES . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heater Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Defroster Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Defroster Nozzle Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Return Air Duct Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-22-00 Page 201 21-22-00 Page 201 21-22-00 Page 201 21-22-00 Page 201 21-22-00 Page 208 21-22-00 Page 208
AVIONICS COOLING - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-24-00 Page 1 21-24-00 Page 1
CENTER CONSOLE AVIONICS COOLING - REMOVAL/INSTALLATION . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Center Console Avionics Cooling Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . .
21-24-01 Page 401 21-24-01 Page 401 21-24-01 Page 401
GARMIN DISPLAY UNIT (GDU) COOLING FAN - REMOVAL/INSTALLATION . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Garmin Display Unit (GDU) Fan Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . Garmin Display Unit (GDU) Fan Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-24-02 Page 401 21-24-02 Page 401 21-24-02 Page 401 21-24-02 Page 401
COMPRESSOR BLEED AIR HEATER - DESCRIPTION AND OPERATION . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation (Airplanes 20800001 Thru 20800179 and 208B0001 Thru 208B0209) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation (Airplanes 20800180 and On, 208B0210 and On, and Airplanes Incorporating CAB90-9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-41-00 Page 1 21-41-00 Page 1
COMPRESSOR BLEED AIR HEATER - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-41-00 Page 101 21-41-00 Page 101
21-41-00 Page 1 21-41-00 Page 4
21 - CONTENTS © Cessna Aircraft Company
Page 1 of 3 Apr 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL COMPRESSOR BLEED AIR HEATER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor Bleed Air Heater Components Removal/Installation . . . . . . . . . . . . . . . . Individual Component Disassembly/Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Component Cleaning/Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Heat Functional Test (Airplanes 20800001 Thru 20800179 and 208B0001 Thru 208B0209 Except Airplanes Incorporating CAB90-9) . . . . . . . . . . . . . . . . . . . . Cabin Heat Functional Test (Airplanes 20800180 and On and 208B0210 and On and Airplanes 20800001 Thru 20800179 and 208B0001 Thru 208B0209 Incorporating CAB90-9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heater Output Check (Airplanes 20800180 and On and 208B0210 and On) . . . . . .
21-41-00 Page 201 21-41-00 Page 201 21-41-00 Page 201 21-41-00 Page 208 21-41-00 Page 212
COOLING - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-50-00 Page 1 21-50-00 Page 1
FREON AIR CONDITIONING - DESCRIPTION AND OPERATION (Airplanes 20800112 and On, and 208B0214 and On) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-51-00 Page 1 21-51-00 Page 1 21-51-00 Page 1 21-51-00 Page 2
FREON AIR CONDITIONING - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21-51-00 Page 101 21-51-00 Page 101
FREON AIR CONDITIONING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . General Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor Drive Unit Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor Drive Belt Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condenser Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Receiver/Dryer Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Switch Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Conditioning Plumbing Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing Mounted Evaporator Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing Mounted Return Air Check Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . Forward Evaporator Return Air Grill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tailcone Mounted Evaporator Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aft Evaporator Distribution and Return Air System Removal/Installation . . . . . . . . . . System Operational Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Switch Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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R134A AIR CONDITIONING SYSTEM - DESCRIPTION AND OPERATION (Airplanes 20800274 And On, and 208B0655 And On) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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R134A AIR CONDITIONING SYSTEM - TROUBLESHOOTING (Airplanes 20800274 and On, and 208B0655 and On) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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MODEL 208 MAINTENANCE MANUAL R134A AIR CONDITIONING SYSTEM - MAINTENANCE PRACTICES (Airplanes 20800274 And On, and 208B0655 And On) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor Drive Unit Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor Drive Unit Disassembly/Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor Drive Belt Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drive Belt Tension Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condenser Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Receiver-Dryer Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Switch Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Conditioning Plumbing Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing-Mounted Evaporator Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing Mounted Return Air Check Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . Forward Evaporator Return Air Grill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tailcone Mounted Evaporator Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aft Evaporator Distribution and Return Air System Removal/Installation . . . . . . . . . . System Operational Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Switch Functional Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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TEMPERATURE CONTROL - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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MODEL 208 MAINTENANCE MANUAL AIR CONDITIONING - GENERAL 1.
Scope A.
2.
Definition A.
3.
This chapter describes those units and components which furnish a means of heating, cooling and ventilating the cockpit and cabin/cargo areas of the airplane.
This chapter is divided into sections to aid maintenance technicians in locating information. Consulting the Table of Contents will further assist in locating a particular subject. A brief description of the sections follows: (1) The section on distribution describes that portion of the system used to distribute fresh and heated air throughout the cockpit and cabin area. (2) The section on heating describes those components used to generate (but not distribute) heat for the airplane. (3) The section on cooling describes the freon air conditioning system used to generate and distribute cool air throughout the cockpit and cabin. (4) The section on temperature control describes components used to control heat in the cabin area.
Tools, Equipment and Materials NOTE:
Equivalent substitutes may be used for the following listed items:
NAME
NUMBER
MANUFACTURER
USE
Primer
S4155
General Electric Silicone Products Dept. Hudson River Rd. Waterford, N.Y. 12188
Priming mating surface of instrument panel and inlet.
Sealant
RTV-102
General Electric
Sealant for air ducts.
Sealant
RTV-103
General Electric
Sealant used on compressor bleed air installation.
Clear Adhesive
A1186B
BFGoodrich 250 N. Cleveland Massillion Rd. P.O. Box 5501 Akron, OH 44318-0501
Resealing component parts in cabin air valves.
Sealant
GC-1900
Goal Chemical Sealants Corp. 3137 E. 26th St. Los Angeles, CA 90023
Sealant for heater and defroster valve flanges.
Stoddard Solvent
P- D-680
Commercially available
Cleaning.
Commerically available
Cleaning.
Methyl n-Propyl Ketone Isopropyl Alcohol
Federal Specification TT-I-735
Commercially available
Cleaning.
Silicone Lubricant
113A10010
Parker Hannifin Airborne Air & Fuel Products 711 Taylor Street Elyria, OH 44035
Lubricant for Bal-seals.
Sealant
Silastic E
Dow Corning
Used on diverter valves.
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MODEL 208 MAINTENANCE MANUAL NAME
NUMBER
MANUFACTURER
USE
Primer
DC-1200
Dow Corning
Used in diverter valve reassembly.
Anti-Seize Compound
26316503
Parker Hannifin Airborne Air & Fuel Products
Used on bleed air flow control valve.
Sealant
RTV-157
General Electric
Used on diverter valves.
Refrigerant Oil (500 viscosity minimum)
Capella WF 100
Texaco Oil Company Box 1601 White Plains, NY 10650
Lubricate compressor, fittings and O-rings.
Refrigerant Oil (500 viscosity minimum)
Suniso 5GS
Sun Oil Company 1801 Market Street Philadelphia, PA 19103
Lubricate compressor, fittings and O-rings.
© Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL DISTRIBUTION - DESCRIPTION AND OPERATION 1.
Description and Operation A.
This section is concerned with those systems which induct and distribute air for both environmental and equipment needs. It does not cover those devices which produce heated or cooled air, nor does it cover those devices used to change warm air temperature. (1) Environmental distribution system can be broken down to sub systems which provide a means of distributing fresh air, heated/defrosted air, and (optional) cool air within the airplane. Each system typically utilizes its own plenums and ducts to distribute air to respective outlets. (a) For a description of how fresh air is inducted and distributed throughout ventilation sub system, refer to Fresh Air Distribution - Maintenance Practices. (b) For a description of how hot air is distributed throughout heating/defrosting sub system, refer to Heating and Defrosting Air Distribution - Maintenance Practices. For a description of how hot air is produced, refer to Compressor Bleed Air Heater - Description and Operation. For a description of how warm air temperature is altered, refer to Temperature Control - Description and Operation. (c) For a description of how optional freon cooled air is produced and distributed, refer to Freon Air Conditioning - Maintenance Practices. (2) Equipment distribution system is limited to coverage of avionics cooling system. Refer to Avionics Cooling - Maintenance Practices.
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MODEL 208 MAINTENANCE MANUAL FRESH AIR DISTRIBUTION - MAINTENANCE PRACTICES 1.
2.
General A.
Fresh air ventilation is provided for airplane via a series of hoses and ducts. Primary ventilation system picks up ram air at upper end of each wing strut and distributes it to a central plenum located in the cockpit headliner area. From plenum, various ducts are used to distribute fresh air throughout cockpit and cabin/cargo area. Control knobs, located in overhead console, provide a means to modulate fresh air flow from each ram air source before it reaches the plenum. (1) Model 208 and 208B passenger ventilation systems include wemac valves and associated duct work for pilot, copilot and each passenger seat position. (2) Model 208B, 208 Cargomaster and 208B Super Cargomaster ventilation systems include wemac valves and associated duct work for pilot and copilot seat positions only. (3) Model 208 and 208B Passenger may be equipped with optional blowers upstream of the plenum. These blowers can be used in ground and/or flight operations to draw additional fresh air into the plenum.
B.
Fresh air may also be drawn into cockpit area by small inlet doors located on the left and right side of forward fuselage. These doors are cable-actuated and open or close to allow a variable amount of ram air to flow into cockpit. Ducts connect doors to adjustable outlets (left and right) on the instrument panel, which further directs flow of fresh air in cockpit area.
Tools, Equipment and Materials A.
3.
For a list of required tools, equipment and materials, refer to Air Conditioning - General.
Inlet Door Removal/Installation A.
Remove Inlet Doors And Associated Components (Refer to Figure 201). (1) Cut straps securing duct to door inlet and instrument panel inlet. (2) Remove duct from airplane. (3) Remove screen from between duct and door inlet. (4) Remove nut, bolt and washer securing end of control cable to door lever. (5) Remove screw and clamp securing control cable to door inlet. (6) Drill out rivets which attach door inlet to fuselage. Remove door inlet from airplane and discard seal. (7) Place door inlet on work bench. (8) Remove cotter pin, washer and pin. Disconnect door lever from door. (9) Remove adjustable outlet from instrument panel. (10) Remove instrument panel inlet from instrument panel. Clean sealant from mating surfaces of instrument panel inlet and instrument panel.
B.
Install Inlet Doors and Associated Components (Refer to Figure 201). (1) Attach door to door inlet. Install pins, washers and cotter pins. (2) Attach door lever to door. Install pin, washer and cotter pin. (3) Locate and rivet door inlet (with new seal) to forward fuselage. (4) Attach control cable to door lever; secure with bolt, washer and nut. (5) Attach control cable to door inlet using clamp and hardware. (6) Prime mating surfaces of instrument panel and instrument panel inlet with SS4155 and apply thin bead (maximum thickness shall not exceed one- quarter inch) of sealant, RTV-102, to mating surfaces. (7) Attach instrument panel inlet to instrument panel using screws, washers and nuts. (8) Clean screen. (9) Install cleaned screen between duct and door inlet. (10) Secure duct at both ends using sta-straps.
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Cabin Air Ventilation System Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
Cabin Air Ventilation System Figure 201 (Sheet 2)
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Cabin Air Ventilation System Figure 201 (Sheet 3)
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Cabin Air Ventilation System Figure 201 (Sheet 4)
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Cabin Air Ventilation System Figure 201 (Sheet 5)
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Cabin Air Ventilation System Figure 201 (Sheet 6)
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Cabin Air Ventilation System Figure 201 (Sheet 7)
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MODEL 208 MAINTENANCE MANUAL
Cabin Air Ventilation System Figure 201 (Sheet 8)
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MODEL 208 MAINTENANCE MANUAL
4.
Cabin Air Ventilation System Valves and Controls Removal/Installation A.
Remove Valves (Refer to Figure 201). NOTE: (1) (2) (3) (4) (5) (6) (7) (8) (9)
Wing-mounted valves control volume of air allowed to pass into cabin ventilation system.
Remove lower wing access panel 501AB/601AB to gain access to wing-mounted components. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. Disconnect control cable at cabin air control valve elbow by loosening lock nut. Remove screws connecting outboard duct to elbow. Remove nuts, bolts and washers securing elbow to inboard duct. Remove nut, bolt and clamp securing control cable to elbow. Remove elbow from airplane. Remove nuts and screws securing butterfly to shaft. Remove pin which secures control arm to shaft. Disassemble and remove shaft from elbow. Note position of friction washers and nylon washers for later reassembly.
B.
Install Valves (Refer to Figure 201). (1) Install shaft to cabin air control valve elbow. Ensure friction washers and nylon washers are in correct position. (2) Attach butterfly valve to shaft using screws and nuts. (3) Attach control arm to shaft using pin. (4) Install cabin air control valve elbow to inboard duct using nuts, bolts, washers and shims. (5) Install outboard duct to elbow using screws. (6) Attach control cable to elbow using clamp, nut and bolt. (7) Attach end of control cable to arm using washer and new lock nut. (8) Check for freedom of movement and full travel by rotating cockpit control knob to extreme positions. Valve should fully open and close with control knob movement. (9) Install removed access panel 501AB/601AB . Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
C.
Remove Controls (Refer to Figure 201). NOTE: (1) (2) (3) (4) (5) (6) (7)
D.
Controls are mounted overhead and are manually connected to wing-mounted fresh air ventilation valves using cables.
Unzip headliner and remove overhead console to gain access to controls. Loosen setscrew on control knob and remove knob from converter. Remove screws and nuts securing control cable to converter. Disconnect control cable from converter. Remove screws securing converter to cabin top structure. Unscrew wemac valve from wemac retainer. Remove hardware which secures wemac retainer to duct.
Install Controls (Refer to Figure 201). (1) On early models, position wemac retainer in channel and install duct using spacers, washers, nuts and screws. (2) On later models, position retainer in channel and install duct using spacers, washers, nuts and screws. (3) Screw wemac valve into wemac retainer. (4) Attach converter to cabin top structure using spacers, washers and nuts. (5) Attach control cable to converter using nuts, screws and brackets. (6) Attach control knob to converter and tighten set screw. (7) Rotate control knob and verify full travel of converter. (8) Replace overhead console and close headliner.
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MODEL 208 MAINTENANCE MANUAL
5.
Cabin Air Outlet Valve Removal/Installation (Model 208 only) A.
Remove Valve (Refer to Figure 201). (1) Unzip headliner to gain access to outlet valves. (2) Remove control knob from shaft by loosening set screw. (3) Remove screws securing cover and plate to air outlet plenum. Remove cover and plate. (4) Remove pin from index and disconnect index from shaft. (5) Disconnect transition from duct. (6) Disconnect coupling from plenum. NOTE: (7) (8)
B.
Drill rivet from butterfly, and disconnect shaft from plenum and butterfly. Remove butterfly from plenum.
Install Valve (Refer to Figure 201). (1) Install butterfly in plenum. (2) Install shaft in plenum and butterfly. Place new rivet in butterfly and shaft. (3) Connect transition and coupling to duct and plenum. (4) Clean sealant from mating surfaces of plenum, duct, transition and coupling with a cloth moistened in aliphatic naphtha. Cloth should be folded each time surfaces are wiped in order to present a clean area and avoid smearing the adhesive being removed. Wipe cleaned surfaces with a clean dry cloth before the naphtha evaporates. NOTE:
(5) (6) (7) (8) (9) 6.
7.
It is not necessary to disconnect transition from coupling.
A1186B clear adhesive may be used for resealing component parts. Mix eight (8) parts A1186B with one (1) part catalyst by volume. Shelf Life: One year, below 80°F, Work Life: Eight (8) hours at 75°F. Maximum Cure Time: 24 hours at 75°F. Accelerated Cure Time: 20 minutes at 200°F.
Apply A1186B sealant to mating surfaces of plenum, duct, transition, and coupling with caulking gun in one- quarter inch bead overlapping edges of mating parts. Connect index to shaft and install pin. Connect plate and cover to plenum using screws. Connect control knob to transition shaft and tighten setscrew. Close headliner.
Cabin Air Outlet Valves Removal/Installation (Model 208B Passenger) A.
Remove Cabin Air Outlet Valves (Refer to Figure 201). (1) Unscrew wemac valve from outlet assembly by turning counterclockwise.
B.
Install Cabin Air Outlet Valves (Refer to Figure 201). (1) Screw wemac valve into outlet assembly by turning clockwise.
Cabin Ventilation Fans and Switches Removal/Installation (Model 208 and 208B Passenger) A.
Remove Cabin Ventilation Fans and Switches (Refer to Figure 202 ). (1) Remove lower wing access panels 501AB and 601AB to gain access to wing mounted blower. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (2) Disconnect electrical plug from fan. (3) Remove hardware which secures fan to inboard and outboard ducts. (4) Remove fan from wing area. (5) Unzip headliner and remove overhead console. (6) Disconnect electrical leads from switch and remove switch from overhead assembly.
B.
Install Cabin Ventilation Fans and Switches (Refer to Figure 202). (1) Attach fan to inboard and outboard ducts using screws, nut and washers. (2) Connect electrical connector to fan. (3) Reinstall lower wing access panels 501AB and 601AB . Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
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Cabin Air Ventilation Fans Installation Figure 202 (Sheet 1)
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Cabin Air Ventilation Fans Installation Figure 202 (Sheet 2)
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Cabin Air Ventilation Fans Installation Figure 202 (Sheet 3)
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Cabin Air Ventilation Fans Installation Figure 202 (Sheet 4)
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MODEL 208 MAINTENANCE MANUAL (4) (5)
Install switch to overhead mount using screws. Connect electrical leads to switch and ensure switch operates properly. NOTE:
(6)
Switch is actuated by a lug on converter. Lug contacts the switch when wing- mounted butterfly valve is approximately three-quarters open. When lug contacts switch, fan should begin operating.
Install overhead console and zip headliner.
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MODEL 208 MAINTENANCE MANUAL HEATING AND DEFROSTING AIR DISTRIBUTION - DESCRIPTION AND OPERATION 1.
2.
General A.
This section is concerned with those components which distribute heated air to the heating and defrosting outlets. It does not include those components and sub systems which are used to produce or control temperature of heated air.
B.
For a description of how heated air is produced, refer to Compressor Bleed Air Heater - Description and Operation.
C.
For a description of how heated air is temperature controlled, refer to Temperature Control Description and Operation.
Description and Operation A.
B.
Heating/defrost system consists of heater valve, defroster valve, heater valve control, defroster valve control, defroster nozzles in the glareshield, plenums on left and right sidewalls near floor level, forward cabin heater ducts on aft side of firewall ducts, valves and clamps as required to connect system components. System is controlled by two push-pull knobs on the cabin heat control panel. These knobs control volume of air allowed to pass into and through various heating and defrosting ducts located throughout airplane.
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MODEL 208
MAINTENANCE MANUAL HEATING AND DEFROSTING AIR DISTRIBUTION - TROUBLESHOOTING 1.
General A. B.
Troubleshooting of heating/defrost air distribution system should be performed anytime output flow falls below normal parameters. A troubleshooting chart has been prepared to aid maintenance technician in system troubleshooting. Refer to Figure 101.
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MODEL 208 MAINTENANCE MANUAL
A10001
IF HEATING/DEFROST SYSTEM FAILS TO GIVE ADEQUATE AIR FLOW, CHECK VARIOUS OUTLETS. IF -
I
I
VOLUME IN A SPECIFIC SECTION IS LOW, CHECK HEATER/DEFROST VALVE FOR OPERATION. IF -
VOLUME IN MORE THAN ONE SECTION IS LOW OR NOT PRESENT, CHECK HEATER/DEFROST VALVE. IF-
I NOT OK, REPAIR OR REPLACE VALVE.
I OK, RE-INDEX VALVE TO ALLOW GREATER AIR FLOW.
OK, REPAIR OR REPLACE CONTROL.
I NOT OK, REPAIR OR REPLACE VALVE.
Heater and Defroster Troubleshooting Chart Figure 101 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL HEATING AND DEFROSTING AIR DISTRIBUTION - MAINTENANCE PRACTICES 1.
General A.
2.
This section deals with maintenance to heating and defrosting air distribution system. Maintenance is typically limited to removal/installation of components.
Heater Valve Removal/Installation A.
Remove Heater Valve (Refer to Figure 201). NOTE: (1) (2) (3) (4) (5) (6) (7) (8) (9)
Heater valve is located on aft side of firewall between pilot and copilot rudder pedals.
Remove clamps securing left and right ducts to wye. Remove clamp securing upper duct to heater valve. Remove ducts from heater valve and wye. Remove hardware securing heater control valve cable to arm of flapper shaft. Remove brackets securing heater control valve cable to heater valve and to firewall. From forward side of firewall, remove screws securing heater valve to firewall. Remove heater valve from airplane and place on bench. On bench, remove pin from flapper shaft arm. Carefully remove arm from flapper shaft. Remove nuts, washers and screws securing flapper to flapper shaft. NOTE:
B.
Check flapper and grommets for condition. Replace seal and grommets if worn or damaged.
Install Heater Valve (Refer to Figure 201). (1) Install flapper to shaft using nuts, washers and screws. (2) Install flapper shaft arm on flapper shaft and secure using pin. (3) Clean existing sealer from heater valve flanges and mating surfaces. (4) Apply GC-1900 sealant (or equivalent) to heater valve flanges. NOTE: (5) (6) (7)
Cure time at 77°F and 50 percent humidity is 72 hours. Accelerated cure time at 150°F is 4 hours. Accelerated cure time at 300°F is 15 minutes .
Attach heater valve to firewall using screws. Attach control cable to heater valve and firewall using applicable brackets. Pull cockpit heater valve control knob open approximately one-eighth inch from closed position while applying sufficient pressure on flapper shaft arm to secure flapper closed.
WARNING: Minimum installed bend radii for wire supported heater ducts in plane of bend, measured from wall of duct, shall be one-third diameter of maximum duct dimension. NOTE:
(8) 3.
When cutting heating system ducts to length, support wire should be cut back far enough to bend back (minimum bend radius one-eighth inch) under clamp and protrude one-quarter inch. Do not break the bond between wire and fabric. Before tightening clamps, make sure there is not twist or torque on the duct.
Connect all ducts to heater valve and heater valve body. Secure all ducts using clamps.
Defroster Valve Removal/Installation A.
Remove Defroster Valve (Refer to Figure 201). NOTE: (1) (2)
Defroster valve is located on aft side of firewall above heater valve.
Loosen clamps at wye and at defroster nozzles. Remove ducting between wye and defroster nozzles.
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Page 201 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22771
LEFT DEFROSTER NOZZLE
MODEL 208 ONLY 26142045
Heating and Defrosting System Installation Figure 201 (Sheet 1)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22776
A C C
LEFT
DEFROSTER NOZZLE
MODEL 208B PASSENGER
26142045 2614C123
Heating and Defrosting System Installation Figure 201 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL
A22783
-C
A
VALVE
CONTROL
G
208 CARGOMASTER, 208B AND 208B SUPER CARGOMASTER 26142037
Heating and Defrosting System Installation Figure 201 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL
A22789
:KET -ER 'E
FROL .E
SCREW
EATER ALLVE
LE Dl
RIGHT DUCT HEATER VALVE n rv r\
R iOL
IUT
DETAIL
B
A26142038 B26142043
Heating and Defrosting System Installation Figure 201 (Sheet 4)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
/
A22795
CLAMP
DEFROSTER HOSE
WY E
DEFROSTER HOSE
CLAMP
T DEFROSTERVALVE
D LEFT
VE
\ /
BRACKET
K
,
PRIMARY ARM DEFROSTER VALVE HEATER TO DEFROSTER DUCT
DETAIL C VALVE BODY GROMMET
BAR
ROSTER VALVE TROL CABLE
DETAIL
D
SECONDARY ARM
C26143021 D26142044
Heating and Defrosting System Installation Figure 201 (Sheet 5)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
.
URN MOUNT
DETAIL
E
INSULATION BLANKET
RETAINER
//s
DEFROSTER NOZZLE =LOOR
DETAIL F BOW
DUCT CARGOMASTER 20800128 AND ON AND 208B 208B0070 AND ON
DETAIL
G E26141110 F26141111 G26141100
Heating and Defrosting System Installation Figure 201 (Sheet 6)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)
Remove screws securing left and right ducts to defroster valve. Remove left and right ducts. Loosen clamps and remove heater to defroster duct. Remove hardware and brackets securing control cable to primary arm. Remove nut and washer on secondary arm. Detach control cable from clamp and remove clamp from secondary arm. Remove screws securing defroster valve to firewall and place defroster valve on bench. Loosen and remove bar connected to primary and secondary arms. Remove pins from primary and secondary arms. Detach arms from respective shafts. Remove nuts, washers and screws securing primary flapper to primary shaft. Remove primary flapper from defroster valve body. Remove nuts, washers and screws securing secondary flapper to secondary shaft. Remove secondary flapper from defroster valve body. NOTE:
B.
Check flappers and grommets for condition. Replace seals and grommets if worn or damaged.
Install Defroster Valve (Refer to Figure 201). (1) Attach primary flapper and secondary flapper to primary shaft and secondary shaft. Align holes and secure flappers to shafts using screws, washers and nuts. (2) Attach primary arm and secondary arm to respective shafts. Secure to shafts using pins. (3) Attach bar between primary and secondary arms using washers and nuts. NOTE:
Let bar extend through clamp approximately three-eighths inch, and tighten nut and washers on secondary arm. Leave nut on primary arm loose.
(4) Secure primary flapper and secondary flapper at 45 degree ends. Tighten nut on primary arm and release flappers. (5) Apply GC-1900 sealant (or equivalent) to heater valve flanges. NOTE: (6) (7) (8) (9) (10) (11)
4.
5.
Cure time at 77°F and 50 percent humidity is 72 hours. Accelerated cure time at 150°F is 4 hours. Accelerated cure time at 300°F is 15 minutes .
Locate heater valve on firewall and secure to firewall using screws. Attach ducts between wye and defroster nozzles. Attach defroster to heater duct. Secure all ducts using clamps. Attach control cable to defroster valve and firewall using clamps and hardware. Attach end of control cable to primary arm and finger tighten nut. Pull defroster valve control knob open approximately one-eighth inch from closed position. Apply sufficient force on primary arm to keep primary and secondary flappers closed. Tighten nut on primary arm.
Defroster Nozzle Removal/Installation A.
Remove Defroster Nozzle (Refer to Figure 201). (1) Loosen clamps and remove duct between defroster nozzles and wye. (2) Remove bolts and spacers from insulation blanket. Detach nozzle from glareshield.
B.
Install Defroster Nozzle (Refer to Figure 201). (1) Attach defroster nozzle to glareshield using bolts and spacers. (2) Install duct between nozzle and wye. Secure duct using clamps.
Return Air Duct Removal/Installation A.
Remove Return Air Duct (Refer to Figure 201). (1) Remove bolts and washers to allow return air mount to be removed from airplane. (2) Remove screws and spacers securing flange and cap to return air mount.
B.
Install Return Air Duct (Refer to Figure 201). (1) Attach flange and spacers to cap using screws, spacers and nuts.
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (2) (3)
Attach cap and flange to return air mount using screws. Locate and align return air mount to firewall. Secure using screws.
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL AVIONICS COOLING - DESCRIPTION AND OPERATION 1.
General A.
On airplanes that do not have the Garmin G1000, avionics cooling is provided by a blower motor mounted behind the instrument panel. Flexible ducts are mounted to the outlet end of the blower motor and provide dedicated cooling lines for various avionics components. For removal/installation procedures, refer to the Model 208 Avionic Installations Service/Parts Manual
B.
Garmin Display Units (GDU) each have a cooling fan that blows air at the aft side of the display. For GDU cooling fan removal and installation, refer to Garmin Display Unit (GDU) Cooling Fan - Removal/ Installation.
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL CENTER CONSOLE AVIONICS COOLING - REMOVAL/INSTALLATION 1.
General A.
I 2.
A blower motor with flexible ducts is located in the lower portion of the center console. This motor provides ducted air to the transponder and autopilot computer.
Center Console Avionics Cooling Removal/Installation A.
B.
Remove Blower Motor (Refer to Figure 401). (1) Disengage circuit breaker PED AVN FAN on left circuit breaker panel. (2) Remove crew seats from airplane. Refer to Chapter 25, Flight Compartment Maintenance Practices. (3) Remove and retain screws securing center console to floor. (4) Tilt console over toward copilot side to gain access to blower motor. (5) Disconnect electrical connector from blower motor. (6) Loosen clamps and remove duct hose from blower motor. (7) Remove screws securing blower motor. (8) Remove blower motor from airplane. (9) Tilt center console back to its original position. Install Blower Motor (Refer to Figure 401). (1) Ensure center console is tilted toward copilots side. (2) Position blower motor and secure with screws. (3) Attach duct hose to blower motor and secure with clamps. (4) Connect electrical connector to blower motor. (5) Position center console upright and secure to floor with retained screws. (6) Install crew seats. Refer to Section 25 - Flight Compartment Maintenance Practices. (7) Engage circuit breaker PED AVN FAN on left circuit breaker panel..
21-24-01 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CLAMP
A
DETAIL B
SCREW
CENT CONS
ECTOR
DUC
SCREW 2610T7004 A2618T1277 B2618T1275
Center Console Avionics Cooling Figure 401 (Sheet 1)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL GARMIN DISPLAY UNIT (GDU) COOLING FAN - REMOVAL/INSTALLATION 1.
General A.
2.
3.
The display cooling fans are found behind the Garmin Display Units (GDU). Maintenance on the system is only to remove and install the cooling fans.
Garmin Display Unit (GDU) Fan Removal/Installation A.
Remove the GDU Fan (Refer to Figure 401). (1) Make sure that the MASTER and AVIONICS switches are in the OFF position. (2) Remove the GDU. Refer to Chapter 34, Garmin Display Unit (GDU) - Maintenance Practices. (3) Record the fan airflow direction. (4) Remove the screws and nuts that attach the fan to the fan bracket. (5) Disconnect the electrical connector from the avionics fan. (6) Remove the fan from the airplane.
B.
Install the GDU Fan (Refer to Figure 401). (1) Connect the electrical connector to the GDU fan. (2) Make sure that the fan airflow is towards the GDU. (3) Install the screws and nuts that attach the fan to the fan bracket. (4) Do a fan operation check. Refer to Garmin Display Unit (GDU) Fan Operational Check (5) Set the MASTER switch and the AVIONICS switch in the OFF positions. (6) Install the GDU. Refer to Chapter 34, Garmin Display Unit (GDU) - Maintenance Practices.
Garmin Display Unit (GDU) Fan Operational Check A.
Garmin Display Unit (GDU) Fan Operational Check (Refer to Figure 401). (1) Remove the GDU. Refer to Garmin Display Unit (GDU) - Maintenance Practices. (2) Put the MASTER and AVIONICS switches in the ON position. (3) Observe and make sure that all GDU fans operate in the correct direction. (4) Install the GDU. Refer to Garmin Display Unit (GDU) - Maintenance Practices.
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
Garmin Display Unit (GDU) Cooling Fan Installation Figure 401 (Sheet 1)
21-24-02 © Cessna Aircraft Company
Page 402 Apr 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL COMPRESSOR BLEED AIR HEATER - DESCRIPTION AND OPERATION 1.
2.
General A.
The temperature and volume of air flow to the cabin is regulated by the cabin heating, ventilating and defrosting system. In the heating system, hot compressor outlet air and interstage compressor bleed air (P2 5 and P3 bleed air extracted from the engine) provide the source of heat. This heat is routed via a gate valve and a mixer/muffler to the cabin air distribution system. Controls are provided to direct the heated air to the forward or aft portions of the cabin for heating and to the windshield for defrosting.
B.
Two configurations of compressor bleed air heater may be used on the airplane. These configurations are described in Description and Operation below.
C.
Schematics and flow diagrams are provided to aid the maintenance technician in system understanding. These schematics and flow diagrams are applicable to both configurations of compressor bleed air heaters. Refer to Figure 1 for a compressor bleed air heater schematic. Refer to Figure 2 for a heating and defrosting flow diagram.
Description and Operation (Airplanes 20800001 Thru 20800179 and 208B0001 Thru 208B0209) A.
Component Descriptions are as follows: (1) Temperature Limiter Switch. (a) The temperature limiter switch is installed in the cabin heat firewall shutoff valve. The switch will open and de-energize the gate valve solenoid if bleed air temperature exceeds 210°F, +10 or -10°F. The switch will close when the temperatu re reduces to 196°F. (2) Flow Control Valve and Solenoid Valve Assembly. (a) The flow control valve acts as a variable (low) pressure regulator. It consists of a pressure operated poppet valve with a solenoid operated control pressure valve. Control pressure from the temperature control valve causes the spring-loaded poppet valve to open as control pressure increases. A diaphragm separates the control pressure cavity from P3 turbine bleed air which acts in conjunction with the spring tending to close the valve. (3) Regulator and Gate Valve Subassembly. (a) The regulator and gate valve subassembly consists of a pressure regulator, a gate valve assembly and an interconnecting control pressure line. (4) Pressure Regulator Assembly. (a) The function of the poppet valve regulator is to reduce P3 compressor outlet bleed air control pressure to 18.0 PSIG, +1 or -1 PSIG. A relief valve is provided to prevent excess downstream pressure in the event of regulator failure. The relief valve is set to open at 22.0 PSIG, +1 or -1 PSIG, and to reseat at 20.0 PSIG minimum. A small, screened opening below the inlet port allows the unpressurized side of the poppet valve rolling diaphragm to vent to atmosphere. A tapped port on the downstream side of the pressure regulator provides regulated air via the control pressure line to the gate solenoid valve. (5) Temperature Control Valve Assembly. (a) The needle control valve regulates the control pressure at the gate valve. The control valve has approximately 270 degree rotation. Clockwise rotation closes the valve, increasing control pressure up to 17.0 PSIG and increasing heat. Counterclockwise rotation opens the valve, decreasing pressure and decreasing heat. NOTE: (6)
(7)
The valve does not close completely. A bleed of 800 to 1000 CC/minute flow is allowed to vent to atmosphere to accommodate hysteresis of the gate valve.
Air Ejector Assembly (Mixer/Muffler). (a) The air ejector assembly consists of a muffler and bleed air ejector. The assembly combines regulated P3 air with either P2.5 air or cabin recirculation air and routes this flow to the cabin. The ejector configuration ensures complete mixing of the air sources, thereby reducing the P3 primary flow to a usable cabin heat source temperature. The cavity between the inner perforated tube and the outer shell is insulated with Nomex and fiberglass to attenuate noise and to act as a muffler. Valve Assembly - Air Diverter (Mixing Air Valve).
21-41-00 © Cessna Aircraft Company
Page 1
Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A22814
28 VDC TEMPERTURE EMERGENCY LIMITER SHUT OFF
rn B
r-i
_
I
CABIN ON/OFF SWITCH
r -I
-4'_j
_
L L.
:::H
OPT CONT PRESS (17 TO 20 PSIG)
r-1
L
-J
MIXER/MUFFLEF
P3 FLOW CONTROL VALVE To 89% Powe
Above 89% Power
I
P2
"
DIVERTER VALVE (NORM POS SELECTS RECIRC. AIR)
COMPRESSOR DISCHARGE AIR waM "ZZZZ, =
FIREWALL SHUT-OFF VALVES
COMPRESSOR INTERSTAGE BLEED AIR MIXED HEATING AIR :>RECIRCULATING AIR
COLD
HOT
CONTROL VALVE
2678C1002
Compressor Bleed Air Heater Schematic Figure 1 (Sheet 1)
21-41-00 © Cessna Aircraft Company
Page 2
Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22766
COMPRESSOR (OUTLET BLEED AllR 0.547 ENGINE P3 , N01rE: AIRPLANES 20800222 AND ON AND 20800001 THRU 20800221 ORIFICE INCORPORATING CAB93-2 IF RELIEF BLEED AIR AIRPLANES 208B0317 AND ON VALVE BRAIDED 0 AND 208B0001 THRU 208B0316 o INCORPORATING CAB93-2
COMPRESSOR BLEEI AIR VALVE P2.5 I RELIEF VALVE (NOTE) VACUUM\
EJECTORVENT
T ENT TOPHERE C~~~-
CONTROL PRESSURE LINE r-'A-r : %Al XIC
REGULATOR TO VACUUM SYSTEM INSTRUMENTATION AND DEICE
GAE
G A T E V A L VE
ASSEMBLY
' I= MIXING AIR VALVE SHOWN IN GRD POSITION
SOLENOIDv SOLENOID CONTROL PRESSURE LINE
P2 .5
DISCHARGE I
r
-
FIREWALL SHUTOFF ----VALVES
j
I-----
MICROSWITCH - CLOSED WHENSHUTOFF VALVES ARE OPEN
I f
L
AFT CABIN OUTLET
DEFROST OUTLETS
"| ENGINE BLEE D AIR R BLEED AIR DISCHARGE => CABIN RETURN AIR - - MECHANICAL CONNECTION *
FWD CABIN OUTLET
w
AFT CABIN OUTLET
2695C6001(1)
Heating and Defrosting Flow Diagram Figure 2 (Sheet 1)
21-41-00 © Cessna Aircraft Company
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Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL WARNING: This position is not to be used in flight. In the FLT PUSH position, P2 .5 air is dumped to atmosphere. Cabin air is drawn into the muffler to mix with regulated P3 air. The FLT PUSH position may be used on the ground if P2.s heat augmentation is not required. (a) The diverter valve (mixing air valve) has two doors mechanically linked together, with both doors operated by a single MIXING AIR control. In the GRD PULL position, P2 .5 interstage compressor bleed air provides heat at power settings below 89 percent Ng and is used to augment the regulated P3 compressor outlet bleed air on the ground in cold temperatures. In the FLT PUSH position, P2.5 interstage compressor bleed air is dumped to atmosphere. Cabin air is drawn into the muffler to mix with regulated P3 compressor outlet bleed air. The FLT PUSH position may be used on the ground if interstage compressor bleed air heat augmentation is not required. (8) Heater Valve, Firewall Shutoff. (a) The two firewall shutoff valves are operated by a single control located on the lower right side of the pilot's control pedestal. With the control pushed IN, both valves are open. The lower valve controls bleed air supply from the mixer/muffler. The temperature limiter switch is installed on the right side of the valve and just above it is a cam operated microswitch in series with the temperature limiter switch. The microswitch is closed when the shutoff valve door is open. The upper valve provides the cabin air return to the mixing valve. (9) Controls. (a) The two firewall shutoff valves are operated by a single push/pull control knob, CABIN HEAT FIREWALL SHUTOFF PULL OFF, located on a panel on the lower right side of the pilot's control pedestal. When the knob is placed in the OFF position, it closes firewall doors and flow control valve. With the shutoff knob in this position, heated bleed air from the engine is shut out of the heating system, and heated air from the heating system is kept out of the cabin. 3.
Description and Operation (Airplanes 20800180 and On, 208B0210 and On, and Airplanes Incorporating CAB90-9) A.
Components of the system are as follows: (1) Temperature Limiter Switch. (a) The temperature limiter switch is installed in the cabin heat firewall shutoff valve. The switch will open and de-energize the flow control valve solenoid if the bleed air temperature exceeds 21 0F, +10°or - 10F, preventing P 3air flow into the mixer/muffler and cabin. The switch will close when the temperature reduces to 196F, +21 °or - 21F. (2) Flow Control Valve and Solenoid Valve Assembly. (a) The flow control valve acts as a variable (low) pressure regulator. It consists of a pressure operated poppet valve with a solenoid operated control pressure valve. Control pressure from the temperature control valve causes the spring-loaded poppet valve to open as control pressure increases. A diaphragm separates the control pressure cavity from P3 turbine bleed air which acts in conjunction with the spring tending to close the valve. (3) Pressure Regulator Assembly. (a) The function of the poppet valve regulator is to regulate P3 bleed air pressure between 17.0 to 20.0 PSIG for instrument vacuum and deice systems operation. It is functionally independent of the heater system. A relief valve is provided to prevent excess downstream pressure in the event of regulator failure to protect the deice boots from over inflation. The relief valve is set to open at 22.0 PSIG, +1.0 or -1.0 PSIG. (4) Temperature Control Valve Assembly. (a) The instrument panel mounted valve is an adjustable relief valve which varies flow control valve dome control pressure, thereby changing flow through the flow control valve and cabin air temperature. The control valve has approximately 270 degree rotation. Clockwise rotation closes the valve, increasing control pressure and increasing heat; counterclockwise rotation opens the valve, decreasing pressure and decreasing heat.
21-41-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (5) Air Ejector Assembly (Mixer/Muffler). (a) The air ejector assembly consists of a muffler and bleed air ejector. The assembly combines regulated P3 air with either P2.5air or cabin recirculation air, and routes this flow to the cabin. The ejector configuration ensures complete mixing of the air sources, thereby cooling the P3 primary flow to a usable cabin heat source temperature. The cavity between the inner perforated tube and the outer shell is insulated with Nomex and fiberglass to attenuate noise and to act as a muffler. (6) Valve Assembly - Air Diverter (Mixing Air Valve).
WARNING: This position is not to be used in flight. In the FLT PUSH position, P2 .5 air is dumped to atmosphere. Cabin air is drawn into the muffler to mix with regulated P3 air. The FLT PUSH position may be used on the ground if P2.5 heat augmentation is not required. (a) The diverter valve (mixing air valve) has two doors mechanically linked together, which are both operated by a single MIXING AIR control. In the GRD PULL position, P2 5 air provides heat at power settings below 89 percent Ng and is used to augment the regulated P3 heat on the ground in cold temperatures. (7) Heater Valve - Firewall Shutoff. (a) The two firewall shutoff valves are operated by a single control located on the lower right side of the pilot's control pedestal. With the control pushed IN, both valves are open. The lower valve controls bleed air supply from the mixer/muffler. The temperature limiter switch is installed on the right side of the valve; just above it is a cam-operated microswitch in series with the temperature limiter switch. The microswitch is closed when the shutoff valve door is OPEN. The upper valve provides the cabin air return to the mixing valve. (8)
Microswitch - P3 Flow Shutoff.
(a) The microswitch is installed in the cabin heat firewall shutoff valve. The switch will open and de-energize the flow control valve solenoid when the firewall shutoff valves are closed, preventing P3 air flow to the mixer/muffler and cabin. (9) Controls. (a) The cabin heat control panel is located at the lower edge of the instrument panel, to the right of airplane centerline. Individual controls are described from left to right. 1 Temperature Control. Rotary control needle valve for temperature control. Rotate clockwise to increase flow of heated air; rotate counterclockwise to decrease flow. 2 Bleed Air Heat Switch. ON/OFF switch controls electrical power to the flow control valve solenoid. (P3 air flow on/off control.) 3 Mixing Air Push/Pull Control. Controls mixing air valve. (Mixing P2.5 air with P3 air not to be used in flight.) 4 Aft Cabin/Fwd Cabin Push/Pull Control. Controls cabin heat selector valve and diverts heat to forward or aft cabin. 5 Defrost/Fwd Cabin Push/Pull Control. Controls air selector valve to divert heat for defrost or forward cabin. 6 Cabin Heat Firewall Shutoff Push/Pull Control. Located on the lower right side of the pilot's control pedestal. Pull to isolate all nacelle bleed air components and flow to and from the cabin. 7 Bleed Air Heat Circuit Breaker. Located on the left side wall circuit breaker panel. Source of electrical power for the flow control gate valve solenoid.
21-41-00 ©Cessna Aircraft Company
Page5
Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL COMPRESSOR BLEED AIR HEATER - TROUBLESHOOTING 1.
General A.
Troubleshooting of the compressor bleed air heater and/or flow control valve should be performed anytime output flow falls below normal parameters.
B.
Troubleshooting charts have been prepared to aid the maintenance technician in system troubleshooting. Refer to Figure 101 for compressor bleed air troubleshooting diagram. Refer to Figure 102 for flow control valve troubleshooting diagram. Refer to Figure 103 and Figure 104 for cabin heating and windshield defrosting troubleshooting diagrams.
21-41-00 ©Cessna Aircraft Company
Page 101 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A10002
LOW VOLUME OF AIR OR NO AIR
CHECK TO ENSURE FIREWALL SHUTOFF VALVES DOORS OPERATIVE. IF -
I
I
I
OK, CHECK FOR BROKEN CONNECTING ROD. IF-
NOT OK, REPLACE DOORS.
OK, CHECK DUCTS. IF-
NOT OK, REPLACE ROD.
NOT OK, REPAIR OR REPLACE DUCTS.
NOT OK, REPLACE DOORS.
OK, CHECK RECIRCULATION OR DIVERTER DOORS FOR PROPER OPERATION. IF -
I
OK, CHECK FOR BROKEN OR DISCONNECTED CONTROLS/ LINKAGE AND REPLACE/CORRECT CONTROLS AS REQUIRED.
Compressor Bleed Air Heater Troubleshooting Diagram Figure 101 (Sheet 1)
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Page 102 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A10003
FLOW CONTROL VALVE NOT OPENING.
CHECK BLEED AIR HEATER CIRCUIT BREAKER SET AND BLEED AIR SWITCH IN ON POSITION. IF -
I OK, CHECK ELECTRICAL CIRCUIT FOR CONTINUITY WITH FIREWALL SHUT OFF VALVES OPEN AND BLEED AIR SWITCH ON.
NOT OK, SET BLEED AIR HEATER CIRCUIT BREAKER AND TURN ON BLEED AIR HEATER SWITCH.
OK, MEASURE CONTROL AND OUTPUT PRESSURES.
NOT OK, CHECK INDIVIDUAL ELECTRICAL COMPONENTS REPLACE OR REPAIR AS REQUIRED.
I
I
IF CONTROL AND OUTPUT PRESSURES ARE BOTH LOW RECHECK OUTPUT WITH CONTROL LINE DISCONNECTED AND CONTROL PORT CAPPED. IF NOT OK REPLACE FLOW CONTROL VALVE. IF OK CHECK FOR LEAKS IN CONTROL LINE FROM TEMP CONTROL VALVE. IF NO LEAKS REPLACE TEMP CONTROL VALVE.
IF OUTPUT PRESSURE IS LOW AND CONTROL PRESSURE IS NORMAL REPLACE FLOW CONTROL VALVE.
IF BOTH PRESSURES ARE HIGH REPLACE TEMPERATURE CONTROL VALVE.
Flow Control Valve Troubleshooting Chart Figure 102 (Sheet 1)
21-41-00 © Cessna Aircraft Company
Page 103 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A10004
HEATER FLUCTUATES AT STEADY POWER SETTING.
CHECK TEMPERATURE LIMITER SWITCH FOR PROPER CYCLING. SWITCH SHOULD OPEN AT 210°F, +10 OR -10°F, AND SHOULD CLOSE AT 196°F, +21 OR-21°F. REPLACE IF NOT WITHIN LIMITS.
BLEED AIR FLOW DROPS OFF DURING POWER INCREASES AND THEN RETURNS DURING POWER DECREASE.
P3 AIR LEAKING PAST UPSTREAM SIDE OF FLOW CONTROL VALVE, CLOSING VALVE. REPLACE VALVE.
AIRPLANES 20800001 THRU 20800179 AND 208B0001 THRU 208B0209 EXCEPT AIRPLANES INCORPORATING CAB90-9
Cabin Heating and Windshield Defrosting Troubleshooting Diagram Figure 103 (Sheet 1)
21-41-00 © Cessna Aircraft Company
Page 104 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A10005
I
TOO MUCH HEAT
I
CHECK TEMPERATURE LIMITER SWITCH FOR PROPER OPERATION. SWITCH SHOULD OPEN AT 210 0 F, +10 OR -10°F, AND SHOULD CLOSE AT 196°F, +21 OR -21°F. REPLACE IF NOT WITHIN LIMITS.
NO CABIN HEAT
I
CHECK PRESSURE IN CONTROL LINE FROM REGULATOR TO CONTROL VALVE. IF HIGHER THAN 17.0 PSIG, CHECK TEMPERATURE VALVE. IF-
NOT OK, REPLACE CONTROL VALVE.
OK, CHECK PRESSURE REGULATOR AND REPLACE AS REQUIRED.
AIRPLANES 20800001 THRU 20800179 AND 208B0001 THRU 208B0209 EXCEPT AIRPLANES INCORPORATING CAB90-9
Cabin Heating and Windshield Defrosting Troubleshooting Diagram Figure 103 (Sheet 2) 21-41-00 © Cessna Aircraft Company
Page 105 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A10006
SUSTAINED WHISTLE
NO P3 AIR FLOW AT ANY POWER SETTING
REMOVE GATE VALVE ASSEMBLY AND VISUALLY INSPECT FOR FULLY CLOSED. IF NOT, REPLACE GATE VALVE ASSEMBLY.
CHECK ELECTRICAL CIRCUIT FOR CONTINUITY WITH FIREWALL SHUTOFF VALVES OPEN AND BLEED AIR HEAT SWITCH ON. IF-
I
I CONTINUITY EXISTS, CHECK GATE VALVE ASSEMBLY SOLENOID FOR CONTINUITY. IF -
NO CONTINUITY EXISTS, CHECK INDIVIDUAL ELECTRICAL COMPONENTS AND REPLACE AS REQUIRED.
I CONTINUITY EXISTS, REMOVE AND CAP CONTROL PRESSURE LINE. APPLY 18.0 PSIG, +1 OR -1 PSIG, TO SOLENOID INLET PORT AND ENERGIZE SOLENOID. VALVE SHOULD OPEN. IF NOT, REPLACE VALVE ASSEMBLY.
NO CONTINUITY IN GATE VALVE ASSEMBLY SOLENOID, REPLACE VALVE ASSEMBLY.
Cabin Heating and Windshield Defrosting Troubleshooting Diagram Figure 103 (Sheet 3)
21-41-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A10007
DEICING AND/OR VACUUM SYSTEMS INOPERATIVE
NO PP2.5 AIR FLOW BELCOW 89 PERCENT Ng.
CHECK REGULATOR ASSEMBLY FOR ESCAPING AIR FROM SMALL SCREENED PORT ON SIDE OF REGULATOR. IF AIR LEAK EXISTS, REFER TO PRATT AND WHITNEY MAINTENANCE MANUAL FOR VALVE REPLACEMENT PROCEDURES.
NOT OK, OPEN FIREWALL SHUTOFF VALVE.
FIRE CK TO ENSURE WALL SHUTOFF VALVE VE IS IN OPEN TION. IF-
COK, CHECK TO ENSURE M MIXER VALVE IS IN GGRD POSITION. IF -
I OK, CHECK COMPRESSOR BLEED VALVE FOR PROPER OPENING. IF NOT OK, REFER TO PRATT AND WHITNEY MAINTENANCE MANUAL.
NOT OK, PLACE MIXER VALVE IN GRD POSITION.
AIRPLANES 20800001 THRU 20800179 AND 208B0001 THRU 208B0209 EXCEPT AIRPLANES INCORPORATING CAB90-9
Cabin Heating and Windshield Defrosting Troubleshooting Diagram Figure 103 (Sheet 4)
21-41-00 © Cessna Aircraft Company
Page 107 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A10008
DEICING AND/OR VACUUM SYSTEMS INOPERATIVE
NO P3 AIR FLOW AT ANY POWER SETTING
TROUBLESHOOT DOWNSTREAM SYSTEM. IF-
CHECK ELECTRICAL CIRCUIT FOR CONTINUITY WITH FIREWALL SHUTOFF VALVES OPEN AND BLEED AIR HEAT SWITCH ON. IF -
I NOT OK, REPAIR.
I
I
OK, CHECK PRESSURE REGULATOR FOR PROPER OPERATION. REMOVE RELIEF VALVE AND REPLACE WITH FITTING HOSE AND GAGE. PRESSURE SHOULD BE 16.0 TO 20.0 PSIG AT 70 PERCENT Ng. IF-
I
I
UM/
OK AND VACUU EM DEICING SYSTEM OPERATION OK EF REPLACE RELIEF VALVE.
I
CONTINUITY EXISTS, CHECK FLOW CONTROL VALVE ASSEMBLY SOLENOID. IF-
DEFECTIVE, REPLACE.
NOT OK, REPLACE PRESSURE REGULATOR.
NO CONTINUITY EXISTS, CHECK INDIVIDUAL ELECTRICAL COMPONENTS AND REPLACE AS REQUIRED.
OK , CHECK FLOW CC)NTROL VALVE ASSEMBLY FOR PROPER OF ENING. REFER TO CC)MPRESSOR BLEED R HEATER-MAINTENANCE AIF PR ACTICES (21-41-00); HE -ATER OUTPUT CHECK.
AIRPLANES 20800180 AND ON AND 20800001 THRU 20800179 INCORPORATING CAB90-9 AIRPLANES 208B210 AND ON AND 208B0001 THRU 208B0209 INCORPORATING CAB 90-9
Cabin Heating and Windshield Defrosting Troubleshooting Diagram Figure 104 (Sheet 1)
21-41-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A10009
HEATER FLUCTUATES AT STEADY POWER SETTING
CHECK TEMPERATURE LIMITER SWITCH FOR PROPER CYCLING. SWITCH SHOULD OPEN AT 210°F, +10 OR -10°F, AND SHOULD CLOSE AT 196°F, +21 OR-21°F. REPLACE IF NOT WITHIN LIMITS.
TOO MUCH OR TOO LITTLE HEAT
NO P2.5 AIR FLOW BELOW 89 PERCENT Ng
REFER TO COMPRESSOR BLEED AIR HEATER MAINTENANCE PRACTICES (21-41-00); HEATER OUTPUT CHECK.
CHECK TO ENSURE FIREWALL SHUTOFF VALVE IS IN OPEN POSITION. IF-
NOT OK, OPEN FIREWALL SHUTOFF VALVE.
OK, CHECK TO ENSURE MIXER VALVE IS IN GRD POSITION. IF -
I NOT OK, PLACE MIXER VALVE IN GRD POSITION.
OK, CHECK COMPRESSOR BLEED VALVE FOR PROPER OPENING IF NOT OK, REFER TO PRATT AND WHITNEY MAINTENANCE MANUAL.
AIRPLANES 20800180 AND ON AND 20800001 THRU 20800179 INCORPORATING CAB90-9 AIRPLANES 208B210 AND ON AND 208B0001 THRU 208B0209 INCORPORATING CAB 90-9
Cabin Heating and Windshield Defrosting Troubleshooting Diagram Figure 104 (Sheet 2)
21-41-00 © Cessna Aircraft Company
Page 109 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL COMPRESSOR BLEED AIR HEATER - MAINTENANCE PRACTICES 1.
General A.
2.
This section covers maintenance practices and testing procedures for components of the compressor bleed air system.
Compressor Bleed Air Heater Components Removal/Installation A.
Remove Compressor Bleed Air Heater Components (Refer to Figure 201). NOTE: (1)
Components are removed in the following procedures. If individual components need to be disassembled, refer to Individual Component Disassembly/Assembly below.
Remove connector tube. (a) Cut safety wire and remove bolts securing bottom end of connector tube to mixer/muffler. Discard gasket. (b) Remove bolts and washers securing top end of connector tube to flow control valve. Discard gasket and remove connector tube from airplane. NOTE:
(2) (3)
(4)
(5)
(6)
On some airplanes the connector tube may be secured to engine mount with a clamp. This clamp must be removed before connector tube can come out.
Remove pressure regulator. (Refer to Chapter 36, Pneumatic Distribution - Maintenance Practices). Remove flow control valve. Disconnect pneumatic line from flow control valve. (a) (b) Cut safety wire and disconnect electrical connector from flow control valve. (c) Remove V-type clamp (or tube nut) from compressor duct. (d) Remove flow control valve with cast tee fitting from airplane. Remove compressor duct. (a) Loosen and remove clamp securing compressor duct to top of engine. (b) At top of engine, remove bolts attaching flange seal to compressor section cover. Discard flange seal. (c) With flange seal removed, cut safety wire and remove screws/washers securing compressor duct to compressor section cover. Remove compressor duct and gasket from compressor section cover. Discard gasket. Remove mixer/muffler. (a) Remove clamps securing flexible duct between mixer/muffler and cabin heating air valve. (b) Remove clamp between diverter valve and mixer/muffler. (c) Detach propeller control cable and clamp from mixer/muffler. (d) Remove nuts, bolts and washers securing mixer/muffler mounting bracket and clamp to engine mount. (e) Detach mixer/muffler with mounting bracket and clamp from airplane. Disconnect diverter valve. (a) Disconnect control cable at diverter valve lower arm. NOTE:
It is not necessary to disconnect turnbuckle between upper and lower diverter valve arms.
(b)
(7)
Loosen clamps securing flexible duct to diverter valve and remove flexible duct from diverter valve. (c) Remove hardware securing diverter valve to engine mount bracket. (d) Remove diverter valve from airplane. Remove cabin return air valve and cabin heating air valve from firewall. (a) Disconnect electrical connector from cabin heating air valve. (b) Remove interconnecting rod between cabin heating air valve and cabin return air valve. (c) Disconnect control cable from cabin heating air valve.
21-41-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22769
REFER TO FIGURE 202
A
26142019
Compressor Bleed Air Heater Installation Figure 201 (Sheet 1)
21-41-00 © Cessna Aircraft Company
Page 202 Nov 3/2003
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A22770
DIVERTER
CABIN RETURN AIR VALVE
CABIN
ELECTRICAL CONNECTOR
AIR VALVE
CLAMP MIXER/
C
CONTROL CABLE
LIMITER
TAP
FLEXIBLI DUCT PLUG
ENGINE MOUNT BRACKET DIVERTER VALVE UPPER ARM CLAMP
TURNBUCKLE DIVERTER VALVE LOWER ARM
VALVE
TOR ./-Aor\rc_
I
DETAIL A NOTE:
AIRPLANES 20800140 AND ON AND 208B0106 AND ON A26144008
Compressor Bleed Air Heater Installation Figure 201 (Sheet 2)
21-41-00 © Cessna Aircraft Company
Page 203 Nov 3/2003
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A22772
SPACER I
BRACKET
'/
Nuek~.
CLAMP
NUT
2
/-
BOLT BOLT
aBOLT DETAIL
NUT
B
X
WASHER
--
!--
ENGINE MOUNT
/
.~~~~~~~~~~~~~~~ MOUNTING BRACKET
WASHEF
CLAMP
FLOORBOARD BOLT
DETAIL C
BRACKET
BOLT
CONTROL CABLE
DETAIL E B26141120 C26141105 E26141121
Compressor Bleed Air Heater Installation Figure 201 (Sheet 3)
21-41-00 © Cessna Aircraft Company
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MODEL 208
MAINTENANCE MANUAL
A22774
COMPRESSOR DUCT PRESSURE REGULATOR
ET 'ET
I. TUBE NUT
ELECTRICAL CONNECTOR FLOW CONTROL VALVE
LINE
DETAIL F AIRPLANES 20800001 THRU 20800179 AND 208B0001 THRU 208B0209 EXCEPT AIRPLANES INCORPORATING CAB90-9
F2614R1140
Compressor Bleed Air Heater Installation Figure 201 (Sheet 4)
21-41-00 © Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL
A22775
CLAMP
G
PRESSURE REGULATOR
BRACKET
REGULATOR LINE
COMPRESSOR DUCT V-TYPE CLAMP TEE GASKET
CLAMP CONNECTOR TUBE VALVE
ENGINE MOUNT
DETAIL
F
AIRPLANES 20800180 AND ON AND 20800001 THRU 20800179 INCORPORATING CAB90-9 AIRPLANES 208B021 0 AND ON AND 208B0001 THRU 208B0209 INCORPORATING CAB90-9
F2614C302A
Compressor Bleed Air Heater Installation Figure 201 (Sheet 5)
21-41-00 © Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL
A22778
FLANGE SEAL
INSTRUMENT PANEL
(FCV) EXTENSION TUBE
10 -9---O
TEMPERATURE CONTROL VALVE ASSEMBL
DETAII
DETAIL G
AIRPLANES 20800001 THF AND 208B0001 THRU 208E EXCEPT AIRPLANES INCC VN/
(FCV) EXTENSION TUBE
INSTRUMENT PANEL TEMPERATU VALVE ASSE
DETAIL
FIREWALL
H
AIRPLANES 20800180 AND ON AND 20800001 THRU 20800179 I NCORPORATING CAB90-9 /
-l'11 ir..rlmi ..c-
ULJLJ-.-I U
-/
-/"1. './1
AND 208B0001 THRU 208B0209 INCORPORATING CAB90-9
G26141106 H2614C1104A H26141104
Compressor Bleed Air Heater Installation Figure 201 (Sheet 6)
21-41-00 © Cessna Aircraft Company
Page 207 Nov 3/2003
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (d) Remove bracket, clamp and spacer securing control cable to lower corner of cabin heating air valve. (e) Remove valves from firewall. B.
3.
Install Compressor Bleed Air Heater Components (Refer to Figure 201). (1) Install cabin return air valve and cabin heating air valve to firewall. (a) Clean off existing sealant from the firewall and from valves. (b) Apply a 0.125 inch bead of RTV 103 (or equivalent) sealant to mating surfaces of firewall and valves. (c) Attach valves to firewall. (d) Reattach connecting rod between valves. (e) Attach control cable to corner of cabin heating air valve using bracket, clamp and spacer. (f) Rig control cable by pulling cabin heating air control knob open 0.125 inch from fully closed position. Hold cabin heating and return air doors fully closed, then tighten end of cable at heating valve using locknut. (2) Install diverter valve. (a) Install diverter valve to engine mount bracket. (b) Connect flexible duct between diverter valve and cabin return air valve. Secure duct using clamps. (c) Attach control cable to diverter valve. Rig. 1 Pull diverter valve control knob open 0.125 inch from fully closed position. Hold diverter door and recirculating door fully closed, then tighten end of control cable at diverter valve lower arm using locknut. (3) Install mixer/muffler. (a) Place mixer/muffler in engine compartment and connect mixer/muffler to diverter valve using clamp. (b) Secure mixer/muffler to engine mounting bracket using clamp and hardware. (c) Install duct between mixer/muffler and cabin heating air valve. Secure using clamp. (d) Reattach propeller control cable to mixer/muffler using clamp and hardware as required. (4) Install connector tube. (a) Using new gasket, attach bottom end of connector tube to mixer/muffler. (b) Safety wire bolts. (5) Install compressor duct. (a) Attach compressor duct to compressor section cover using new gasket and new flange seal. Safety wire bolts attaching compressor duct to compressor section cover. (b) Secure compressor duct to top of engine using clamp. (6) Install flow control valve. (a) Using new gasket, attach flow control valve to top of connector tube. (b) Safety wire bolts. (c) Connect flow control valve to compressor duct using V-type clamp or tube nut. Torque V-type clamp to value stamped on clamp. (d) Attach pneumatic line to side of flow control valve. (e) Connect electrical connector to flow control valve. (7) Install pressure regulator (Refer to Chapter 36, Pneumatic Distribution - Maintenance Practices).
Individual Component Disassembly/Assembly A.
Disassemble Diverter Valve (Refer to Figure 202). (1) Remove rivets from end cap. Detach end cap from valve body. (2) Remove hardware securing turnbuckle and connectors to upper and lower arms. (3) Remove hinge rivets from diverter door. Detach door from diverter wall. (4) Remove pins and detach arms and from shaft adapters. NOTE:
If diverter door seal or hinge is worn or damaged, replace diverter door and hinge.
(5) Remove rivets from wall and detach wall from diverter valve body. (6) Remove seals from shaft adapters. Discard seals.
21-41-00 ©Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL
A22779
DIVERTER WALL
HINGE DOOR ASSEMBLY RECIRCULATE \DIVERTER WALL (NOTE 1)
SPACER - HINGE VERTER VALVE PIN WASHER WASHER
\
SHAFT ADAPTE
DIVERTER DOOR (NOTE 1) AFT SEAL SEAL R DOOR ASSEMBLY 2)
COTTER PIN WASH UP AR
UPPER CONNECTOR
END CAP (NOTE 2) AP 1) COTTER
LY
PIN WASHER LOWER ARM
;UIINNtL I UH
NOTE 1: AIRPLANES 2080001 THRU 20800129 AND 208B0001 THRU 208B0067 NOTE 2: AIRPLANES 20800130 AND ON AND 208B0068 AND ON
126143013
Diverter Valve Installation Figure 202 (Sheet 1)
21-41-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (7) Remove rivets and detach spacer, hinge, hinge shaft, and recirculating door from diverter valve body. NOTE: B.
If recirculating door or hinge is worn or damaged, it should be replaced.
Assemble Diverter Valve (Refer to Figure 202 ). (1) Rivet spacer and recirculating door hinge to diverter valve body. (2) Rivet diverter wall to diverter valve body. NOTE:
Before assembling diverter wall to body, clean all existing sealant from mating surfaces. Seal sides and ends of diverter wall with Silastic E. Clean excessive sealant from diverter wall in areas covered by diverter door. Let sealant cure four hours at 77°F before proceeding to the next step.
(3) Rivet diverter door hinge to wall. NOTE:
Check that diverter door is in line and fits flat on opening in wall. Ensure this area is free of sealant.
(4) Clean existing sealant from mating surfaces of end cap and diverter valve body. NOTE:
Before assembling end cap on body, apply a 0.15 inch wide bead of Silastic E, approximately 0.40 inch from end of body. Let sealant cure four hours at 77F before operating heating system.
(5) Slide end cap into body, line up with diverter door and rivet to body. (6) Install new seals on shaft adapters. NOTE:
Before assembling seals, clean mating surfaces of seal and body. Prime with DC1200 and apply RTV-157 silicone sealant to seals.
(7) Attach upper and lower arms to shaft adapters. Install and safety wire pins. (8) Attach turnbuckle and connectors to upper and lower arms using hardware and new cotter pins. C.
Disassemble Cabin Return Air and Cabin Heating Air Valves (Refer to Figure 203). (1) Remove pins from shaft adapters. Detach arms, seals and switch actuator. (2) Remove four rivets from base. Detach body from base. (3) Remove three rivets from base. Detach spacer, spring and hinge assembly from base.
D.
Assemble Cabin Return Air and Cabin Heating Air Valves (Refer to Figure 203). (1) Attach spacer, spring, and hinge assembly to base. Install three rivets in base. NOTE:
During installation, compress spring 90 degrees and slip over end of hinge shaft. Thread short end of spring through mounting hole in base, and bend short end to hold spring in place when door isactuated. Before installation, clean mating surfaces of valve bodies and base and apply a 0.125 inch bead of RTV-102, RTV-103, or equivalent to mating surfaces.
(2) Slip shaft adapter through hole in valve body. Attach body to base and install four rivets. (3) Install new seals on shaft adapter. NOTE:
Before installing seals, clean mating surfaces of seal and body. Prime with DC-1200 and apply RTV-157 silicone sealant to seals.
(4) Attach arms and switch actuator to shaft adapters. Install and safety wire pins.
21-41-00 © Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL
A22781
BASE
BASE
EATING VE
,CKET
SWITCH
DETAIL D
SUPPORT
D26141138 D26141139
Cabin Return Air and Cabin Heating Air Valves Installation Figure 203 (Sheet 1)
21-41-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
4.
Component Cleaning/Servicing A.
Flow Control Valve Cleaning Procedures (Refer to Figure 204). NOTE:
Perform this procedure when the following conditions exist: Flow control valve output is too high, too low, erratic, or sluggish; and solenoid operation/dome pressure variation with power changes and temperature control knob changes are normal.
(1) Remove flow control valve from airplane. (2) Remove screws holding lower housing assembly to housing. Remove poppet valve, spring retainer and spring. (3) Remove and discard O-ring. (4) Remove poppet screw holding bal-seal on poppet valve. Remove and discard bal-seal. (5) Thoroughly clean poppet parts and interior sliding surface of lower housing assembly with Stoddard solvent (P-D-680 Type III), Methyl n-Propyl Ketone or isopropyl alcohol. Use a soft, nonmetallic bristle brush if necessary. Rinse with clean water and dry with a clean, lint free cloth and/or clean shop air. NOTE:
Use the minimum necessary amount of scrubbing or wiping to avoid removing dry film lubricant finish. Presoaking parts in solvent should aid in softening baked on deposits.
(6) Apply 113A10010 Silicone Lubricant to new bal-seal. Ensure open edge of bal-seal is toward top of poppet valve and install bal-seal on poppet valve. Retain with poppet screw. Torque poppet screw to 85 inch-pounds, +5 or -5 inch-pounds. (7) Lubricate new O-ring with 113A10010 Silicone Lubricant and install on lower housing assembly. (8) Position spring, spring retainer and poppet assembly in lower housing. (9) Apply 26316503 Anti-Seize compound to screws and install lower housing assembly to regulator housing using screws. Torque to 32 inch-pounds, +2 or -2 inch-pounds. (10) Reinstall flow control valve on airplane. (11) Perform an engine run and check flow control valve for proper operation. B.
Flow Control Valve Solenoid Replacement (Refer to Figure 204). NOTE:
Use this procedure when solenoid is stuck open or closed, as shown by absence of an audible click when the cabin heat switch is operated, or is electrically defective, (open or short through pins combined with the absence of the click. Airplane circuitry provides 28.0 VDC with cabin heat switch ON, and 0.0 VDC with switch OFF.
(1) Remove electrical connector from solenoid. NOTE:
It is not necessary to remove valve from airplane to perform the following procedure.
(2) Remove screws attaching solenoid to housing. (3) Remove and discard O-ring. (4) Inspect mating surface of valve body. Clean as required with Stoddard solvent, Methyl n-Propyl Ketone or isopropyl alcohol. Dry with a clean, lint free cloth. (5) Install new O-ring on housing. Position new solenoid on housing and attach with screws. (6) Connect electrical connector and safety wire. (7) Check solenoid operation by noting an audible click each time heater switch is turned on or off (or power is applied or removed using a jumper). Repeat approximately twenty times to check for intermittent sticking. If satisfactory, check flow control valve during engine run. C.
Temperature Control Valve Knob Replacement (Refer to Figure 205). (1) Remove knob by loosening two set screw attaching knob to shaft.
21-41-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22784
SCREW -
1
f -
SOLENOID VALVE
O-RING-Jo
HOUSING
PnPPFT
VALVE --
o-._.
BAL-SEAL
POPPET
SCREW.._
0-RING O
CDI-
LOWER HOUSING ASSEMBLY-
L--C-
SCREW
A A 2614X1133
Flow Control Valve Installation Figure 204 (Sheet 1)
21-41-00 © Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL
A22768
CONTROL VALVE SETSCREW
SETSCREW
2614X1 135
Temperature Control Valve Installation Figure 205 (Sheet 1)
21-41-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL (2) Install knob on shaft. Adjust knob so it is pointing downward when shaft is rotated fully counterclockwise (clocking may be varied based on operator preference) and tighten setscrews. NOTE: 5.
Friction may be varied by adjusting setscrews in valve body to provide desired amount of friction.
Cabin Heat Functional Test (Airplanes 20800001 Thru 20800179 and 208B0001 Thru 208B0209 Except Airplanes Incorporating CAB90-9) A.
Functional Test Procedures. (1) Set controls in the following positions: (a)
Firewall Shutoff Valve - OPEN
(b) Temperature Control Valve - FULL HOT (clockwise) (c) (d)
(2) (3) (4) (5)
Bleed Air Heat Switch - ON Mixing Air - FLT PUSH
(e) Aft Cabin/Fwd Cabin - FWD CABIN PUSH (f) Defrost/Fwd Cabin - FWD CABIN PUSH Set power lever for 60 percent Ng. Check for unrestricted flow at both forward cabin heat outlets (above pilot's and copilot's rudder pedals) and for minimal or no flow through defroster outlets. Set Defrost/Fwd Cabin Push/Pull Control in DEFROST position. Check for unrestricted flow through both defroster outlets and for minimal or no flow through forward cabin outlets. Return control to FWD cabin push position. Set Aft Cabin/Fwd Cabin control in AFT CABIN PULL position and check for unrestricted flow from all cabin outlets. Return control to FWD CABIN PUSH position. NOTE:
On 208B and Cargomaster, check flow from floor mounted outlets, just aft of pilot/ copilot seats.
(6) Set mixing air control GRD PULL position and check for a substantial increase in cabin heat flow. (7) Set bleed air heat switch to OFF position. Increase power to above 90 percent Ng and return mixing air control to FLT PUSH position. Reset bleed air heat switch to ON position. (8) Rotate temperature control knob counterclockwise until cabin flow heat ceases and return it to FULL HOT position. Flow should gradually reduce to zero or a minimal amount in approximately 270 degrees of counterclockwise knob rotation from FULL HOT. Return temperature control knob to FULL clockwise position. (9) Power remaining at 60 percent Ng, pull firewall shutoff valve control to PULL OFF position and ensure cabin heat flow ceases, indicating that gate valve has closed. (10) Switch bleed air heat switch to OFF position, wait approximately 30 seconds to allow back pressure against shutoff valves to dissipate, push control to OPEN position and return switch to ON position. (11) Disengage BLEED AIR HEAT circuit breaker and ensure cabin heat flow ceases. (12) Engage BLEED AIR HEAT circuit breaker. 6.
Cabin Heat Functional Test (Airplanes 20800180 and On and 208B0210 and On and Airplanes 20800001 Thru 20800179 and 208B0001 Thru 208B0209 Incorporating CAB90-9) A.
Functional Test Procedures. (1) Set controls in the following positions: (a)
Firewall Shutoff Valves - OPEN
(b) Temperature Control - FULL HOT (clockwise) (c) (d)
Bleed Air Heat Switch - ON Mixing Air - FLT PUSH
(e) Aft Cabin/Fwd Cabin - FWD CABIN PUSH (f) Defrost/Fwd Cabin - FWD CABIN PUSH (2) Set power lever for 60 percent Ng.
21-41-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (3) Check for unrestricted flow at both forward cabin heat outlets, above the pilot's and copilot's rudder pedals, and for minimal or no flow through the defroster outlets. NOTE:
If flow is restricted, refer to Compressor Bleed Air Heater - Troubleshooting.
(4) Set the defrost/fwd cabin control in the DEFROST position. Check for unrestricted flow through both defroster outlets and for minimal or no flow through the forward cabin outlets. Return control to the FWD CABIN PUSH position. (5) Set aft cabin/fwd cabin control to AFT CABIN PULL position and check for unrestricted flow from all cabin outlets. Return control to FWD CABIN PUSH position. NOTE:
On 208B and Cargomaster, check flow from floor mounted outlets, just aft of pilot/ copilot seats.
(6) Set the mixing air control in the GRD PULL position and check for a substantial increase in cabin heat flow. (7) Set bleed air heat switch to OFF position. Increase power to above 90 percent Ng and check for a reduction in cabin heat flow, indicating compressor bleed valve (P2.5 air supply) has closed. Reduce power to 60 percent Ng and return mixing air control to the FLT PUSH position. Reset bleed air heat switch to ON position. (8) Increase power to approximately 75 percent Ng, rotate temperature control knob counterclockwise until cabin flow heat ceases and then return it to the FULL HOT position. Flow should gradually reduce to zero in approximately 270 degrees of counterclockwise knob rotation from FULL HOT. Return the temperature control knob to the FULL clockwise position. (9) Reduce power to 60 percent Ng, pull firewall shutoff valve control to the PULL OFF position and ensure cabin heat flow ceases, indicating microswitch has de-energized the flow control valve solenoid preventing P3 air flow. (10) Switch bleed air heat switch to OFF, wait approximately 30 seconds to allow back pressure against the shutoff valves to dissipate, push control to the OPEN position and return switch to the ON position. (11) Disengage BLEED AIR HEAT circuit breaker and ensure cabin heat flow ceases. Engage BLEED AIR HEAT circuit breaker. (12) Check for normal instrument vacuum and deice function. A quick check of pressure regulator output is that at low idle, the low vacuum annunciator will normally be off with no P3 bleed air heat and will come on with full heat. 7.
Heater Output Check (Airplanes 20800180 and On and 208B0210 and On) A.
Check heater output. (1) Connect hoses and gauges to measure heater output at the pressure tap between the flow control valve and the mixer/muffler, and to measure control pressure at the tee where the control line connects to the flow control valve. (2) Check that maximum heater output is 15.0 to 20.0 PSIG at 70 percent Ng and above, and that control pressure is approximately 0.0 to 5.0 PSIG above output pressure. Check that heater output is approximately 5.0 to 7.0 PSIG at low 52 percent Ng, and 10.0 to 13.0 PSIG at 65 percent Ng. CAUTION: When operating with the control port capped, gradually advance power until an output pressure of 15.0 to 20.0 PSIG is reached. Do not increase power further, as an overpressure/overtemperature condition can occur. (3) If output and control pressures are both low, recheck heater output with control line disconnected and control port capped at flow control valve tee. If not OK, replace flow control valve. If OK, check for leaks in control line from flow control valve to temperature control valve. If there are no leaks, replace temperature control valve. (4) If output pressure is low and control pressure is normal, replace flow control valve.
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MODEL 208 MAINTENANCE MANUAL (5) If both pressures are high, replace temperature control valve.
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MODEL 208 MAINTENANCE MANUAL COOLING - DESCRIPTION AND OPERATION 1.
General A.
This section describes those optional systems and components used to produce cool air. It does not include components used to distribute cool air, nor those components used to control temperature.
B.
For a description of how cool air is distributed, refer to Air Conditioning System - Description and Operation. For a description of how the temperature of cool air is controlled, refer to Temperature Control - Description and Operation.
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MODEL 208 MAINTENANCE MANUAL FREON AIR CONDITIONING - DESCRIPTION AND OPERATION (Airplanes 20800112 and On, and 208B0214 and On) 1.
2.
General A.
The air conditioning system is used to provide cool air for cockpit and cabin area. The system uses one compressor in conjunction with three evaporators to distribute freon cooled air through overhead ducts. (1) The compressor is mounted on the engine accessory section and driven by a V-belt from a drive unit assembly. (2) Two evaporator units with integral blowers are located in the wing root areas (left and right). The third evaporator unit is located in the tailcone behind the aft cabin bulkhead.
B.
An air conditioning schematic is provided to aid maintenance technicians in system understanding. Refer to Figure 1.
Description A.
Component Descriptions are as follows: (1) Compressor - The air conditioning compressor is a automotive type unit mounted on the aft left side of the engine and driven by a V-belt from a drive unit mounted on the engine accessory section. Service valves are located on the suction and discharge ports on the compressor. The compressor has a dual function. First, it is a means of moving refrigerant through the system, and second, it compresses the gaseous refrigerant, raising the pressure and temperature simultaneously. The temperature rise is the actual desired outcome and is accomplished with a corresponding rise in pressure. (2) Compressor Drive Unit - A compressor drive unit is installed on an accessory pad located on the aft left side of the engine. The drive unit is driven by the engine which in turn drives the air conditioning compressor by means of a pulley and V-belt. A drain hose is installed on the unit and routed from the underside of the drive unit to an outlet in the lower right cowl. The forward support assembly of the drive unit also provides for the attachment of the air conditioning compressor along with a clevis-turnbuckle arrangement which provides V-belt tension adjustment. (3) Compressor Drive Belt - The air conditioning compressor is driven by a V-belt from the drive unit pulley to the pulley on the compressor. (4) Condenser - The condenser is a flat tube fin coil located in the lower left section of the engine compartment. The condenser is interfaced with louvers in the lower left cowl by means of an inlet duct. The inlet duct extends from the condenser to the forward cowl opening, and a series of four seals are connected to the bottom of the condenser and extend downward to meet the aft opening in the cowl. The condenser and inlet duct are attached to the engine mount with clamps and hardware and to the firewall by means of a support bracket and attaching hardware. The condenser receives hot, high pressure gaseous refrigerant and converts it to a cooler, high pressure liquid. Ambient air, which is cooler than the super heated refrigerant, is blown across the condenser coil. Heat from the hot gas passes into the cooler air stream, and in the process, changes the state of the refrigerant back to a liquid. The liquid refrigerant is routed to the receiver/dryer for recycling. (5) Receiver/Dryer - The receiver/dryer is a canister type using a desiccant to remove moisture and a filter to remove larger particles of impurities and hold the desiccant in place. The unit also stores liquid refrigerant during the operation cycle. The receiver/dryer is installed in the lower right side of the engine compartment. (6) Pressure Switch - A high pressure safety is located in the lower right engine compartment just forward of the receiver/dryer. The switch disengages the compressor clutch and stops system operation in the event the system becomes overloaded. The system will cycle on again when the pressure reduces. (7) Air Conditioning Plumbing - Refrigerant lines in the engine compartment, under floorboards and fuselage side walls, interconnect the compressor, condenser, receiver/dryer and evaporators. (8) Wing Mounted Evaporator - Two evaporator units with integral blowers are located, one each in the left and right wing bays just outboard of the wing root rib. The evaporator units both contain an evaporator coil with an expansion valve, a shroud, and a scroll and blower assembly. Cabin
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MODEL 208 MAINTENANCE MANUAL air is drawn through each evaporator coil and conditioned air is routed into the distribution ducts and cabin area. The blower motors are dual speed and circulate conditioned air or ventilation air into the cabin. (9) Overhead Distribution Ducts - The two wing mounted evaporator units utilize existing fresh air distribution ducts for freon-cooled air. For a complete description of how fresh air is distributed through the cabin and cockpit area, refer to Fresh Air Distribution - Maintenance Practices. (10) Tailcone Mounted Evaporator - The tailcone mounted evaporator is mounted aft of the aft cabin bulkhead on the left side. The evaporator unit consists of an evaporator coil with an expansion valve, a shroud, a scroll and blower assembly. Cabin air is drawn through the evaporator coil and the conditioned air is routed through the distribution ducts into the aft cabin area. The blower motor is dual speed. (11) Aft Evaporator Distribution and Return Air System - The distribution and return air system consists of two return air grills mounted on the upper portion of the aft cabin bulkhead, two elbow assemblies and two ducts routed to the duct assembly mounted on the forward side of the evaporator. A duct connected to the evaporator blower assembly and routed to a Wye-duct, which is connected to two distribution ducts mounted in the aft cabin overhead and directs cooled air into the aft cabin area. Louver assemblies in the distribution ducts control the direction and amount of cooled air into the aft cabin area. (12) Check Valve - A check valve is installed in the fuselage root rib and ties into the ducting feeding into the wing mounted evaporators. The check valve allows air to exit the cabin for recirculation over the evaporator, but prevents air from entering the cabin through the return air duct and forces all air into the plenum distribution system. 3.
Operation A.
The evaporator units direct cooled air through the cabin air ventilation system to the cabin air outlets. The condenser, located in the lower left section of the engine compartment, is provided with an inlet and an outlet in the lower left side of the engine cowling to supply cooling airflow through the condenser. A receiver/dryer is installed in the lower right side of the engine compartment. A sight glass, used to determine when the system has been properly charged, is installed in the high pressure line near the Schrader valve. Two Schrader valves are installed, one in the high pressure line and one in the low pressure line, for servicing. The sight glass and service valves are located beneath the floorboard inspection covers between the pilot and copilot seats. Refrigerant lines run under the fuselage floorboards and interconnect system components with each other.
B.
Controls for the air conditioning system consist of a three-position toggle air conditioning switch and three two-position toggle fan switches. The controls are located at the lower edge of the instrument panel directly above the control pedestal, and two ventilation system controls are located in the overhead console. Placing the three-position switch, labeled OFF, VENTILATE, COOL, from the OFF position to the COOL position starts the compressor and evaporator fans. Placing the switch in the VENTILATE position activates only the evaporator fans, producing uncooled vent air to the cabin. The three two-position switches, all labeled AC FANS, provide separate HIGH or LOW speed control of each evaporator fan. System electrical protection is provided by four 15-ampere "pull-off" type circuit breakers, labeled LEFT VENT BLWR, RIGHT VENT BLWR, AFT VENT BLWR and AIR COND CONT. The circuit breakers are located on the left side wall circuit breaker panel.
C.
When the air conditioning system is operating, cooled air is supplied to the cabin through 16 overhead adjustable outlets (two each above the pilot and front passenger, one above each rear passenger seat and two directing air forward and one directing air downward from the aft cabin bulkhead area). The pilot's and front passenger outlets are the swivel type for optimum positioning. Airflow volume is controlled by rotating the outlet nozzle which controls an internal valve. The eight rear passenger seat outlets and three aft cabin outlets are directionally adjustable. Each rear passenger outlet has a separate rotary type control beside the outlet, with positions labeled AIR ON and AIR OFF, to control airflow volume through the outlet.
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Air Conditioning System Schematic Figure 1 (Sheet 1)
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Air Conditioning System Schematic Figure 1 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL FREON AIR CONDITIONING - TROUBLESHOOTING 1.
General A.
Troubleshooting charts are provided to aid maintenance technicians in system diagnosis of the freon air conditioning system. Refer to Figure 101.
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A10010
ONE OR ALL EVAPORATORS NOT COOLING WHEN SWITCHES ARE TURNED ON.
CHECK FOR CLOGGED EVAPORATOR AIR INLET. IF-
I OK, CHECK FREON LEVEL AT SIGHT GAGE. IF -
NOT OK, CLEAN EVAPORATOR INLET.
OK, CHECK FOR LOOSE EVAPORATOR FAN OR MOTOR SHAFT. IF -
NOT OK, RECHARGE SYSTEM AND CHECK FOR LEAKS.
OK, CHECK FOR LOOSE COMPRESSOR BELT. IF -
NOT OK, TIGHTEN FAN OR MOTOR SHAFT.
OK, DISCONNECT TEMPERATURE CONTROL AND CHECK OPERATION. IF -
NOT OK, ADJUST TENSION OR REPLACE IF DAMAGED.
NO CHANGE, RECONNECT TEMPERATURE CONTROL AND CHECK FOR CONTAMINATED RECEIVER/DRYER. IF-
SYSTEM NOW WORKS, ADJUST TEMPERATURE CONTROL OR REPLACE IF DEFECTIVE.
I Freon Cooling System Troubleshooting Chart Figure 101 (Sheet 1)
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A10011
NOT OK, REPLACE RECEIVER/DRYER. NOTE: IF HIGH SURGES OCCUR ON BOTH THE HIGH AND LOW GAGES OF CHARGING MANIFOLD DURING CHARGING, CHECK RECEIVER/DRYER FOR CONTAMINATION. THE RECEIVER DRYER CAN BE CHECKED FOR CONTAMINATION BY FEELING INLET AND OUTLET LINES. IF OUTLET LINE IS COLDER TO THE TOUCH THAN INLET LINE, THE RECEIVER DRYER IS CONTAMINATED AND NEEDS REPLACEMENT. IF THE SYSTEM IS OPENED TO THE ATMOSPHERE, STANDARD PRACTICE IS TO REPLACE THE RECEIVER/DRYER.
OK, REPLACE EXPANSION VALVE. NOTE: IF ONE EVAPORATOR IS COOLING AND THE OTHERS ARE NOT, CHECK FOR ADEQUATE AIR FLOW ACROSS EVAPORATOR. IF AIR FLOW IS SATISFACTORY, CHECK EXPANSION VALVE. THE EXPANSION VALVE CAN BE CHECKED BY FEELING SUCTION LINE. IT SHOULD BE VERY COLD TO THE TOUCH, IF NOT, DISCHARGE SYSTEM AND REPLACE EXPANSION VALVE.
Freon Cooling System Troubleshooting Chart Figure 101 (Sheet 2)
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A11566
COMPRESSOR INOPERATIVE
CHECK FOR OPEN CIRCUIT BREAKER. IF -
I OK, CHECK FOR LOOSE OR BROKEN COMPRESSOR BELT. IF-
NOT OK, ENGAGE CIRCUIT BREAKER.
OK, CHECK FOR OPEN IN WIRING. IF-
NOT OK, TIGHTEN OR REPLACE BELT.
OK, CHECK PRESSURE SWITCH FOR OPEN OR FOR DIRTY CONTACTS. IF-
NOT OK, REPAIR WIRING.
OK, CHECK FOR POWER TO CLUTCH COIL USING VOLTMETER. IF-
NOT OK, REPLACE PRESSURE SWITCH.
I OK, CHECK FOR COMPRESSOR CLUTCH SLIPPING. IF -
NOT OK, REPLACE COIL.
OK, CHECK FOR INTERNAL COMPRESSOR FAILURE. IF -
NOT OK, REPAIR OR REPLACE COIL.
Freon Cooling System Troubleshooting Chart Figure 101 (Sheet 3)
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A11567
OK, CHECK FOR COMPLETE LOSS OF REFRIGERANT; DETERMINE AND CORRECT CAUSE; AND RECHARGE SYSTEM.
NOT OK, REPAIR OR REPLACE COMPRESSOR.
Freon Cooling System Troubleshooting Chart Figure 101 (Sheet 4)
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A11568
EVAPORATOR FAILS TO BLOW AIR.
I CHECK FOR OPEN CIRCUIT BREAKER. IF -
I I OK, CHECK WIRING FOR SHORT OR OPEN. IF -
NOT OK, ENGAGE CIRCUIT BREAKER.
OK, CHECK MOTOR. IF-
NOT OK, REPAIR WIRING.
OK, CHECK BLOWER SWITCH IN ALL POSITIONS USING VOLTMETER. IF-
NOT OK, REPAIR OR REPLACE MOTOR.
OK, CHECK FOR LOOSE EVAPORATOR FAN OR MOTOR SHAFT. IF -
NOT OK, REPLACE SWITCH.
OK, CHECK FOR FROZEN EVAPORATOR. IF-
NOT OK, TIGHTEN FAN OR MOTOR SHAFT.
Freon Cooling System Troubleshooting Chart Figure 101 (Sheet 5)
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A11569
EVAPORATOR FROZEN WITH ICE. ALLOW TO THAW. THEN-
CHECK TO ENSURE AIR PATH ACROSS EVAPORATOR IS UNOBSTRUCTED. IF -
I OK, CHECK TO ENSURE FAN IS RUNNING. IF -
NOT OK, REMOVE DEBRIS.
OK, CHECK EXPANSION VALVE SENSING COIL FOR LOOSENESS AT SUCTION LINE. IF -
NOT OK, RESTORE FAN TO WORKING CONFIGURATION.
OK, CHECK FOR STUCK EXPANSION VALVE AND REPLACE AS REQUIRED.
NOT OK, TIGHTEN CLAMP AND WRAP SENSING COIL WITH TWO LAYERS OF INSULATING TAPE.
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A11570
NOISY COMPRESSOR I
CHECK FOR LOOSE, TORN OR MISALIGNED BELT. IF-
I
I OK, CHECK FOR LOOSE MOUNTING BRACKETS. IF-
NOT OK, ALIGN OR REPLACE BELT.
OK, CHECK FOR FOREIGN MATERIAL OR DAMAGED COMPRESSOR PARTS. IF-
NOT OK, TIGHTEN BRACKETS.
OK, REMOVE DRIVE UNIT FROM ENGINE AND CHECK DRIVE SHAFT AND BEARINGS. REPAIR AS REQUIRED.
NOT OK, REPAIR OR REPLACE COMPRESSOR.
Freon Cooling System Troubleshooting Chart Figure 101 (Sheet 7)
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A11571
NOISY EVAPORATORS.
CHECK FOR LOOSE MOUNTING. IF-
I OK, CHECK FOR DAMAGED FAN BLADES. IF -
NOT OK, TIGHTEN MOUNTS.
OK, CHECK FOR LOOSE EVAPORATOR FAN ON MOTOR SHAFT AND TIGHTEN IF REQUIRED.
NOT OK, REPLACE FAN.
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A11572
WATER BEING THROWN FROM AIR OUTLET.
FREON SYSTEM CONTAMINATED WITH WATER.
I CLEAR DRAIN TUBE RESTRICTION.
SYSTEM NOT PROPERLY EVACUATED PRIOR TO CHARGING. DISCHARGE SYSTEM; REPLACE RECEIVER/DRYER; EVACUATE AND CHARGE SYSTEM.
Freon Cooling System Troubleshooting Chart Figure 101 (Sheet 9)
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MODEL 208 MAINTENANCE MANUAL FREON AIR CONDITIONING - MAINTENANCE PRACTICES 1.
General Precautions A.
Handling Freon. NOTE:
The effect of the Montreal Protocol and U. S. Environmental Protection Agency’s Clean Air Act of 1990 is to ban the unnecessary release of CFC-12 refrigerant (also known as R-12) into the atmosphere. In compliance with the preceding, Cessna Aircraft recommends the refrigerant be captured and recycled. For additional information, refer to Federal Clean Air Act, EPA 40 CFR Part 82.
WARNING: Liquid R-12 at normal atmospheric pressure and temperature will freeze anything it contacts. The eyes are especially susceptible to damage. Safety glasses are the absolute minimum protection and shall be worn at all times when servicing the Freon system. WARNING: Do not attempt to treat yourself, should any liquid refrigerant get into the eyes. Follow these instructions: Do not rub the eye. Splash large quantities of cool water into the eye to raise the temperature. Apply a few drops of mineral oil to the eye to wash it, followed by a weak solution of boric acid to flush out all of the oil. Seek the aid of a doctor immediately. (1) (2) B.
Observe safety precautions when handling refrigerant or servicing and performing maintenance on air conditioning system. Use of protective clothing, gloves and goggles will protect the skin and eyes.
General system notes. NOTE:
C.
Cleanliness is of the utmost importance to avoid system contamination and useless wear to the compressor and other equipment items. All plumbing and hoses shall be cleaned and capped after fabrication and shall remain capped during storage and installation until connected to their mating components. All ports shall also be capped with clean caps or plugs. During the time components are open, extreme care shall be exercised to assure that no contaminating matter enters the parts or system. The receiver/dryer is easily contaminated with moisture from the atmosphere. All care shall be exercised to prevent moisture from entering the receiver/dryer.
Removing hoses under pressure.
WARNING: Do not remove hoses under pressure. This procedure will result in the release of refrigerant into the atmosphere. Removing hoses under pressure may also result in personal injury if hose ends are not restrained. D.
Use of intense heat.
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WARNING: To avoid explosion, never weld, use a blow torch, steam clean, bake aircraft finish or use excess amounts of heat on or in the immediate area of any part of the air conditioning system or refrigerant supply tank, while they are closed to atmosphere, charged or not. Although R-12 gas, under normal conditions, is nonpoisonous, the discharge of refrigerant gas near a flame can produce a very poisonous gas (phosgene). This gas will also attack all bright metal surfaces. WARNING: Do not use a flame-type leak detector because of fire hazard on airplanes and production of minor amounts of phosgene gas. WARNING: Do not smoke in the vicinity of refrigerant discharge. Inhaling refrigerant through burning tobacco will produce a poisonous gas like an open flame. E.
Use of nitrogen. NOTE:
2.
All nitrogen pressure checks are to be made only with regulated nitrogen.
Compressor Removal/Installation A.
Remove Compressor (Refer to Figure 201). (1) Discharge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. (2) Disconnect electrical connector from compressor. (3) Unscrew discharge service valve from compressor. (4) Cap discharge service valve and compressor fitting. (5) Unscrew suction service valve from compressor. (6) Cap suction service valve and compressor fitting. (7) Release tension on compressor by loosening nut and bolt at bottom of support plate. (8) Remove clips from turnbuckle and loosen turnbuckle. (9) Remove turnbuckle from compressor. (10) Remove nut, bolt and washer from bottom of support plate. (11) Remove belt from compressor. (12) Remove compressor from airplane. NOTE:
For compressor refurbishing procedures, refer to vendor's component maintenance manual.
(13) If compressor is being replaced, perform the following steps: (a) Remove oil plug and drain compressor oil into measuring cup. Record amount of oil removed. B.
Install Compressor (Refer to Figure 201). (1) If new compressor is being installed, perform the following steps: (a) Drain oil from new compressor. NOTE:
Compressors are shipped from the factory with approximately 6.0 ounces of fluid. This fluid should be drained, discarded and replaced before compressor is attached to airplane.
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Compressor Installation Figure 201 (Sheet 1)
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CAUTION: Do not leave compressor oil containers uncapped. containers of refrigerant oil absorb moisture rapidly.
Open
CAUTION: Do not operate system without refrigerant oil in compressor. (b)
(2) (3) (4) (5) (6) (7) (8) 3.
Determine amount of oil removed from old compressor and add 1.0 ounce to this Add this amount of new, uncontaminated compressor oil to new measurement. compressor. Refer to Air Conditioning - General for a list of approved compressor oils. (c) Reinstall drain plug. Attach compressor to support assembly using nut, bolt and washer. Do not tighten. Lift up on compressor far enough to position belt around compressor pulley. Connect turnbuckle to adjuster plate using nut, washer and bolt. Adjust compressor belt tension. Refer to Compressor Drive Belt Removal/Adjustment. Remove protective caps from discharge and suction service valves and reconnect lines to compressor. Connect electrical connector to compressor. Charge system. Refer to Chapter 12, Freon Air Conditioning - Servicing.
Compressor Drive Unit Removal/Installation A.
Remove and Disassemble Compressor Drive Unit (Refer to Figure 202). (1) Remove compressor. Refer to Compressor Removal/Installation. (2) Remove drive belt. Refer to Compressor Drive Belt Removal/Adjustment. (3) Loosen and disconnect drain hose from elbow at bottom of support assembly. (4) Cut safety wire and remove bolts and washers securing support assembly to engine. Note position of shims for later reassembly. (5) Carefully pull entire support assembly aft to disengage drive shaft from engine. Discard gasket. (6) If disassembling drive unit, perform the following steps. (Refer to Figures 202 and 203. (a) Remove retaining ring, closure disc and shim at end cap. (b) Remove retaining rings which hold drive shaft to both ends of pulley. (c) Remove drive shaft from support assembly. NOTE: (d) (e) (f) (g)
B.
Drive shaft and retaining rings are removed to prevent damage when bearings are pulled.
Carefully pull end cap off of bearing. Remove pulley, bearings, splined coupling and retaining ring from support housing. Separate bearings and splined coupling from pulley. Remove oil seal from support housing.
Assemble and Install Compressor Drive Unit (Refer to Figure 202). (1) If drive unit was disassembled, reassemble in the following steps. (Refer to Figure 202 and Figure 203). (a) Press new oil seal into support housing. (b) Press bearing into support housing. (c) Press bearings on pulley. (d) Install retaining ring on splined coupling. (e) Install splined coupling to pulley and secure with retaining ring. (f) Install drive shaft into splined coupling and secure with retaining rings. (g) Press assembly shown in Detail B into assembly shown in Detail A, Figure 203. (h) Reinstall shim and closure disc to end cap using retaining ring. NOTE: (i)
Remove laminates from shim as required to install closure disc. Shim is required to keep closure disc in position.
Press end cap onto bearing. NOTE:
Do not insert spacer at this time. Spacer must be removed to install belt.
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Compressor Drive Unit Installation Figure 202 (Sheet 1)
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Compressor Drive Unit Cutaway View Figure 203 (Sheet 1)
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Apply Plastilube (MIL W-G-632) lubricant to the forward splines of the Compressor Unit compressor drive shaft. NOTE:
(3) (4) (5) (6) (7) (8) 4.
Plastilube (MIL W-G-632) is not to be used on phenolic splines.
Using new gasket, align drive shaft on support assembly with accessory pad coupling. Secure support assembly on accessory pad using bolts, washers and shims as required. Safety wire bolts at accessory pad. Refer to Chapter 20, Safetying - Maintenance Practices. Connect drain hose to support assembly elbow. Install compressor. Refer to Compressor Removal/Installation. Install drive belt. Refer to Compressor Drive Belt Removal/Adjustment.
Compressor Drive Belt Removal/Installation. A.
Remove Drive Belt (Refer to Figures 201, 202 and 204). (1) Loosen bolt at bottom of compressor. (2) Remove and discard turnbuckle clip from turnbuckle. (3) Loosen turnbuckle enough to pass belt over compressor pulley. (4) Remove bolts securing spacer between end cap and support assembly. (5) Remove belt through opening where spacer was removed.
B.
Install Drive Belt (Refer to Figures 201, 202 and 204 ). (1) Insert belt through opening between end cap and support housing. (2) Reinstall spacer. Secure spacer between end cap and support assembly using bolts and washers. (3) Lift upward on compressor far enough to allow belt to slip over compressor pulley. (4) Connect clevis end of turnbuckle to compressor. (5) Adjust compressor drive belt. Refer to Adjust Drive Belt.
C.
Adjust Drive Belt (Refer to Figure 204). (1) Tension can be checked by using either of the two following methods: (a) A spring scale hooked under the belt at a point midway between compressor drive unit pulley and compressor clutch pulley, pulling perpendicular to the belt. (b) Using a Gates 150 tensiometer. (2) Correct belt tension is a 0.12-inch deflection when a load force of 3.6 to 4.4 pounds is applied to the belt. (3) If belt tension is not correct, adjust as follows: (a) Loosen bolt at bottom of compressor to allow compressor to pivot. (b) Remove and discard clips on turnbuckle. (c) Adjust turnbuckle in or out to obtain correct belt tension. NOTE:
A maximum of three threads must be exposed on adjustment arm clevis. Replace MS21252-5RS clevis with MS21252-5RL. Refer to the following table for turnbuckle adjustment ranges.
ADJUSTMENT RANGE
NORMAL
MAX (REF)
MS21252-5LL & MS21252-5RS
4.55 to 5.55 inch
5.70 inch
MS21252-5LL & MS21252-5RL
5.40 to 6.40 inch
6.60 inch
(d) (e) 5.
Install new clip on turnbuckle. Tighten bolt at bottom of compressor.
Condenser Removal/Installation A.
Remove Condenser (Refer to Figure 205). (1) Remove lower left engine cowl. Refer to Chapter 71, Engine Cowling and Nose-cap Maintenance Practices. (2) Discharge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. (3) Loosen clamps and remove hoses leading into condenser. Cap all hoses and fittings.
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Compressor Drive Belt Adjustment Figure 204 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL (4) (5) (6) (7) (8) B.
6.
Remove bolt securing aft end of condenser to condenser support bracket. Remove bolts, clamps and spacers securing compressor to engine mount. Remove inlet duct and condenser from airplane. Remove bolts and washers securing inlet duct to condenser. Separate inlet duct from condenser. If required, remove seal assemblies from condenser.
Install Condenser (Refer to Figure 205). (1) If required, install seal assemblies to condenser. (2) Attach condenser to inlet duct using bolts and washers. (3) Attach condenser to engine mount using clamps, spacers and hardware as required. Do not tighten at this time. (4) Align holes in right aft corner of condenser with holes in condenser support bracket. Attach using washers and bolts. (5) Tighten clamps, spacers and hardware on engine mount. (6) Reinstall hoses to condenser. Tighten with clamps. (7) Charge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. (8) Install lower left engine cowl. Refer to Chapter 71, Engine Cowling and Nose-cap - Maintenance Practices.
Receiver/Dryer Removal/Installation A.
Remove Receiver/Dryer (Refer to Figure 206). NOTE:
(1) (2) (3) (4) (5) (6) (7) B.
7.
Anytime the air conditioning system has been exposed to atmosphere for any length of time, or when any major components of the system have been replaced, the receiver/dryer should also be replaced.
Discharge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. Disconnect fitting at manifold pressure switch housing. Remove sta-straps and disconnect electrical connector. Remove pressure switch from manifold pressure switch housing. Discard packing and cap open lines. Disconnect fitting from OUT end of receiver/dryer. Loosen clamps and remove receiver/dryer from engine mount. Remove unions from both ends of receiver/dryer. Discard packing and receiver/dryer.
Install Receiver/Dryer (Refer to Figure 206). (1) Install union fittings (with new packing) to both ends of new receiver/dryer. (2) Attach receiver/dryer to engine mount and secure clamps. (3) Attach fittings to both ends of receiver/dryer unions. (4) Attach pressure switch with new packing to manifold pressure switch housing. (5) Connect housing cap to housing plug and secure wire using sta-straps. (6) Charge system. Refer to Chapter 12, Freon Air Conditioning - Servicing.
Pressure Switch Removal/Installation A.
Remove Pressure Switch (Refer to Figure 206). (1) Discharge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. (2) Remove sta-straps from electrical wiring. (3) Disconnect housing plug from housing cap. (4) Remove pressure switch and packing from manifold pressure switch housing. Discard packing. (5) Cap manifold pressure switch housing to preclude entry of moisture and/or contaminants into system. (6) Check pressure switch for proper operation. Refer to Pressure Switch Functional Test.
B.
Install Pressure Switch (Refer to Figure 206). (1) Install pressure switch to manifold pressure switch housing using new packing. (2) Connect housing plug to housing cap. (3) Secure electrical wiring using sta-straps. (4) Charge system. Refer to Chapter 12, Freon Air Conditioning - Servicing.
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Condenser Installation Figure 205 (Sheet 1)
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Receiver/Dryer Installation Figure 206 (Sheet 1)
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8.
Air Conditioning Plumbing Removal/Installation A.
Remove Air Conditioning Plumbing (Refer to Figure 207). (1) Discharge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. NOTE:
(2) (3) (4) B.
Refrigerant lines in the engine compartment, under the floorboards and in the fuselage sidewalls interconnect the compressor, condenser, receiver/dryer and evaporators.
Remove interior equipment and access panels as required to gain access to refrigerant lines. Disconnect plumbing and remove as necessary. Cap all lines and fittings to preclude entry of moisture and/or foreign particles into system.
Install Air Conditioning Plumbing (Refer to Figure 207).
CAUTION: The use of other thread lubricants is positively prohibited, including “Lock-Tite” or other commercial refrigerant lubricants such as “LeakLock.” (1)
Remove previously installed caps from lines and install plumbing. NOTE:
(2)
It is recommended that all straight thread fittings and O-rings be lubricated with clean refrigerant oil and all taper (pipe) threads be serviced with Teflon tape. Use care to ensure Teflon tape does not get closer than one to one-half threads from end of fitting. Should a piece of tape get into system, it can cause blockage of small orifices.
Torque lines to valves listed in table below. NOTE:
All plumbing fittings must be torqued to prevent Freon leakage and shall be rechecked after performing an air conditioning leak test.
TUBE DIAMETER
TORQUE VALUE
0.250 inch
55 to 65 inch-pounds
0.375 inch
100 to 125 inch-pounds
0.500 inch
200 to 250 inch-pounds
0.750 inch
400 to 500 inch-pounds
(3) (4) (5) (6) 9.
Perform leak test of system. Refer to Chapter 12, Freon Air Conditioning - Servicing. Charge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. Perform an operational test of the system. Refer to System Operational Test. Reinstall removed floor boards, panels and interior equipment.
Wing Mounted Evaporator Removal/Installation NOTE: A.
Evaporator removal and installation are typical for both left and right wing evaporator.
Remove Wing-Mounted Evaporators (Refer to Figure 208). (1) Discharge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. (2) Remove wing root access panel 511AB/611AB. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (3) Disconnect electrical housing cap from housing plug. (4) Disconnect evaporator drain hose from drain tube. (5) Disconnect elbow fitting from bottom of evaporator and cap line (6) Disconnect expansion valve from evaporator and cap line. (7) Disconnect duct at blower assembly. (8) Remove four bolts securing evaporator assembly to duct.
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Air Conditioning Plumbing Installation Figure 207 (Sheet 1)
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Air Conditioning Plumbing Installation Figure 207 (Sheet 2)
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Wing Mounted Return Air Check Valve Assembly Figure 208 (Sheet 1)
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Wing Mounted Return Air Check Valve Assembly Figure 208 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL (9) B.
10.
11.
12.
Pull evaporator assembly far enough aft to allow studs to clear duct. Remove evaporator assembly from airplane.
Install Wing-Mounted Evaporators (Refer to Figure 208). (1) Position evaporator assembly in wing root area with forward studs through holes in duct. Secure evaporator assembly to duct using nuts and bolts. (2) Reconnect and tighten duct at blower assembly. (3) Connect expansion valve to evaporator. (4) Connect elbow fitting to bottom of evaporator. (5) Connect evaporator drain hose to drain tube. (6) Connect electrical housing cap to housing plug. (7) Charge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. (8) Install wing root access panel 511AB/611AB. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
Wing Mounted Return Air Check Valve Removal/Installation A.
Remove and Disassemble Wing-Mounted Return Air Check Valve (Refer to Figure 208). (1) Remove wing root access panel 511AB/611AB. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (2) Remove clamp and flexible duct from outboard duct assembly. (3) Remove screws securing outboard duct assembly (with check valve and seal) to inboard duct assembly. (4) Remove outboard duct assembly from airplane. (5) Disassemble check valve in the following steps: (a) Remove nut at bottom of hinge pin and withdraw hinge pin from outboard duct assembly. This will allow check valve halves and spring to be removed from outboard duct assembly. (b) Remove nut at bottom of pin and withdraw pin from outboard duct assembly.
B.
Assemble and Install Wing-Mounted Return Air Check Valve (Refer to Figure 208). (1) Reassemble check valve in the following steps: (a) Assemble check valve halves and spring in outboard duct assembly. Insert hinge pin through duct, valve halves and spring. Secure hinge pin using nut. (b) Insert pin through outboard duct assembly and secure using nut. (c) Ensure check valve operates smoothly and seats fully. (2) Install outboard duct assembly (with check valve and seal) to inboard duct assembly using screws. (3) Attach flexible duct to outboard duct assembly using clamp. (4) Reinstall wing root access panel 511AB/611AB. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
Forward Evaporator Return Air Grill A.
Remove Return Air Grill (Refer to Figure 208). (1) From cabin area, remove screws securing grill to inboard duct assembly.
B.
Install Return Air Grill (Refer to Figure 208). (1) Align holes in grill with holes in headliner and inboard duct assembly. (2) Install screws to secure grill to inboard duct assembly.
Tailcone Mounted Evaporator Removal/Installation A.
Remove Aft Evaporator (Refer to Figure 209). (1) Discharge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. (2) Remove aft cabin partition to gain access to evaporator unit. Refer to Chapter 25, Rear Cargo Compartment Wall - Maintenance Practices. (3) Disconnect electrical housing plug from housing cap. (4) Disconnect evaporator drain hose from bottom of evaporator. (5) Remove recirculated air ducts from duct assembly. (6) Remove fitting from expansion valve. Cap open line.
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Tailcone Mounted Evaporator Installation Figure 209 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL (7) (8) (9) B.
13.
14.
Remove fitting from union on suction line leading into evaporator. Cap open line. Remove screws securing evaporator to brackets. Remove flexible distribution duct from blower motor and remove evaporator assembly from airplane.
Install Aft Evaporator (Refer to Figure 209 ). (1) Install evaporator to aft cabin area using screws and washers as required. (2) Attach flexible distribution duct to blower motor. (3) Install Freon lines to evaporator. (4) Connect drain line to evaporator. (5) Attach recirculated air ducts to duct assembly. (6) Connect electrical connector housing plug to housing cap. (7) Recharge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. (8) Install aft cabin partition. Refer to Chapter 25, Rear Cargo Compartment Wall - Maintenance Practices.
Aft Evaporator Distribution and Return Air System Removal/Installation A.
Remove Aft Evaporator Distribution and Return Air Ducts (Refer to Figure 209). (1) Remove aft cabin partition to gain access to evaporator unit. Refer to Chapter 25, Rear Cargo Compartment Wall - Maintenance Practices. (2) Loosen clamps securing recirculated air ducts to elbow assemblies. (3) Remove recirculated air ducts from airplane. (4) Loosen clamp securing flexible distribution duct to wye duct. (5) Remove flexible distribution duct from wye duct. (6) Remove screws securing wye duct to distribution duct and remove wye duct from airplane. (7) Remove screws securing distribution duct to airplane and remove duct from airplane.
B.
Install Aft Evaporator Distribution and Return Air System (Refer to Figure 209). (1) Install distribution duct to airplane using screws. (2) Attach wye duct to distribution duct. (3) Attach flexible distribution duct to wye duct using clamp. (4) Attach recirculating air ducts to elbow assemblies using clamps. (5) Install aft cabin partition. Refer to Chapter 25, Rear Cargo Compartment Wall - Maintenance Practices.
System Operational Test A.
Air Conditioning System Operational Test. NOTE: (1) (2)
(3) (4) (5)
15.
Perform system check at ambient temperatures of 55°F or higher.
Start airplane engine and run at a minimum 54% Ng. Under extremely hot outside air temperature it may be necessary to run engine at 60 to 65% Ng. Engage the following circuit breakers: (a) LEFT VENT BLWR (b) RIGHT BENT BLWR (c) AFT VENT BLWR (d) AIR COND CONT Move fan switches from HIGH to LOW and note a change in evaporator fan speed. Place the air conditioner switch to COOL and activate compressor. Temperature differential across evaporators should be at least 20°F. Measure temperatures at evaporators with dial-type thermometers. If evaporators do not cool, refer to Freon Air Conditioning - Troubleshooting.
Pressure Switch Functional Test A.
Testing Pressure Switch (Refer to Figure 206 ). (1) Discharge system. Refer to Chapter 12, Freon Air Conditioning - Servicing. (2) Remove pressure switch and packing from manifold pressure switch housing.
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MODEL 208 MAINTENANCE MANUAL (3) (4) (5) (6) (7) (8)
Check for electrical continuity through the switch. Switch (continuity) should be closed. Apply 355.0 PSIG dry nitrogen pressure to pressure switch. At 355.0 PSIG, +5 or -5 PSIG, switch should open (no continuity). Decrease pressure on switch. At approximately 330.0 PSIG switch should close (continuity). Replace the switch if it is not within these parameters. Install the pressure switch, with new packing, to the manifold pressure switch housing Charge system. Refer to Chapter 12, Freon Air Conditioning - Servicing.
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MODEL 208 MAINTENANCE MANUAL R134A AIR CONDITIONING SYSTEM - DESCRIPTION AND OPERATION (Airplanes 20800274 And On, and 208B0655 And On) 1.
| 2.
General A.
The air conditioning system provides cool air for cockpit and cabin area. This system uses a compressor in conjunction with three evaporators to distribute R134a cooled air through overhead ducts. (1) The compressor is mounted on the engine accessory section and driven by a V-belt from a drive unit assembly. (2) Two evaporator units with integral blowers are located in the wing root areas (left and right). The third evaporator unit is located in the tailcone behind the aft cabin bulkhead.
B.
An air conditioning schematic is provided to aid maintenance technicians in system understanding. Refer to Figure 1.
Description A.
Component Descriptions are as follows: (1) Compressor - The air conditioning compressor is mounted on the aft left side of engine and driven by a V-belt from a drive unit mounted on engine accessory section. Service valves are located on the suction and discharge ports labeled SUC and DIS respectively on the compressor. The compressor has a dual function. It is a means of moving refrigerant through the system and compresses gaseous refrigerant, raising pressure and temperature simultaneously. A temperature rise is desired outcome and is accomplished with a corresponding rise in pressure. (2) Condenser - The condenser is a flat tube fin coil located in the lower left section of the engine compartment. The condenser receives hot, high pressure gaseous refrigerant and converts it to a cooler, high pressure liquid. Ambient air is blown across the condenser coil. Heat from hot gas passes into the cooler air stream, and changes, back to a liquid. The liquid refrigerant is routed to the receiver/dryer for recycling. (3) Receiver/Dryer - The receiver/dryer is installed in the lower right side of the engine compartment.The receiver/dryer is a canister type using a desiccant to remove moisture and a filter to remove larger particles of impurities and hold desiccant in place. The unit also stores liquid refrigerant during the operation cycle. (4) Pressure Switch - A binary High/Low pressure safety switch is threaded into the top of the receiver/dryer. This switch disengages the compressor clutch and stops system operation should the system become overloaded. Compressor damage could occur if the system pressure becomes either too high or too low. The system will cycle on again when the pressure returns to a safe operating condition. (5) Evaporators - There are three evaporators in the system, one in each wing root and a third in the tailcone. Each evaporator consists of the evaporator coil with an expansion valve and an electrically powered squirrel cage blower. The two wing-mounted evaporators are connected into the ventilation system duct in the wing root. Air for these evaporators may be fresh air from the outside when the ventilation duct valves are closed. The rear evaporator operates on recirculated air only. Refrigerant to each of the evaporators is metered through the expansion valves. (6) Service Valves - Quick disconnect service valves in low the pressure (vapor) and high pressure (liquid) lines are located beneath the floorboard between pilot and copilot seats. (7) Controls - Controls for the air conditioning system consist of a air conditioning switch and three fan switches. located at the lower edge of the instrument panel directly above control pedestal, and two ventilation system controls in the overhead console. Figure 1 shows the cockpit control panel. (a) The air conditioner control switch has three positions, OFF, VENTILATE and COOL. All electrical operations of the air conditioning system are controlled by this switch.The OFF position prevents power from going to any component in the system. The COOL position starts the evaporator fans and makes power available to the remaining components in
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MAINTENANCE MANUAL
A22813
TO SYSTEM COMPRESSOR AND EVAPORATOR FAN SWITCHES Afro .... ..A
A aCOL
AIRCO)ITIONIII-ACFANS LEFT AFT RIGHT HIl--
. IA
A) CONDENSEF
)R
TO RIGHT EVAPORATOR FAN
SIDE) 3) RETURN AIR FLOW CONTRC (NORMALLY SPRING-LOADE CLOSED-DRAWN OPEN WHEN VENTILATING AIR SHUTOFF VALVE IS CLOSED DURING AIR CONDITIONING (ONE EACH WING)
ATING OUTLET SIDE) FRONT D OUTLETS
VENTILATING AIR INLET (IN UPPER WING STRUT FAIRING)
R INLET STRUT
/ OVERHEAD VENT AIR CONTROL (CLOSED DURING AIR CONDITIONING)
SHUTOFF VALVE (ONE EACH WING)
OVERHEAD
OVERHEAD VENT AIR CONTROL (CLOSED DURING AIR CONDITIONING)
at
LEFT EVAPO (WITH CONDI AND FAN
N)
ADJUSTABLE I PASSENGER C VENTILATING I
ervicing e service senger's seat.
AFT CAB I
RETURN
AFT EVAPORATOR (WITH CONDENSATE DRAII
-
Flooded Lead-Acid Battery Troubleshooting Chart Figure 101 (Sheet 2)
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A11584
BATTERY LIFE IS SHORT.
I CHECK GCU FOR VOLTAGE OUTPUT. IF -
I OK, ENSURE ELECTROLYTE LEVEL IS BELOW TOP OF PLATES. IF -
NOT OK, ADJUST OR REPLACE AS REQUIRED.
OK, CHECK FOR FREQUENT DISCHARGES. THIS IS DUE TO EXCESSIVE USE OF STARTER AND OTHER ELECTRICAL EQUIPMENT WHILE ON GROUND AND RECHARGING IN AIR, WHICH USES BATTERY EXCESSIVELY. IF -
NOT OK, ADD WATER.
OK, CHECK FOR IMPROPER STORAGE. DRY BATTERIES STORED IN A DAMP LOCATION, OR WET BATTERIES STORED TOO LONG A PERIOD WITHOUT CHARGING, WILL CONTRIBUTE TO SHORT BATTERY LIFE.
NOT OK, REDUCE UNNECESSARY USE OF STARTER AND OTHER ELECTRICAL EQUIPMENT WHILE ON THE GROUND.
Flooded Lead-Acid Battery Troubleshooting Chart Figure 101 (Sheet 3)
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A11585
CASE OR CELL DAMAGED.
CHECK TO ENSURE HOLD-DOWN IS NOT TOO LOOSE OR TOO TIGHT. IF -
I I OK, CHECK FOR FROZEN BATTERY. THIS MAY BE DUE TO ADDING WATER IN COLD WEATHER WITHOUT SUFFICIENT CHARGING AFTERWARD, OR A LOW SPECIFIC GRAVITY OF ELECTROLYTE DUE TO IMPROPER FILLING PROCEDURES. REPLACE WITH FULLY CHARGED BATTERY.
NOT OK, REMOVE BATTERY AND INSPECT. IF NO VISUAL DAMAGE, CHARGE AND TEST. IF DAMAGED, REPLACE WITH FULLY CHARGED BATTERY.
Flooded Lead-Acid Battery Troubleshooting Chart Figure 101 (Sheet 4)
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A11586
POLARITY REVERSED.
CHECK TO ENSURE BATTERY WAS NOT CONNECTED BACKWARDS ON AIRPLANE. IF -
I
I OK, ENSURE BATTERY WAS NOT CONNECTED BACKWARD ON CHARGER. SLOWLY DISCHARGE COMPLETELY AND THEN CHARGE CORRECTLY AND TEST.
NOT OK, SLOWLY DISCHARGE COMPLETELY AND THEN CHARGE CORRECTLY AND TEST.
Flooded Lead-Acid Battery Troubleshooting Chart Figure 101 (Sheet 5)
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A11587
BATTERY CONSUMES EXCESSIVE WATER.
CHECK GCU FOR PROPER VOLTAGE OUTPUT AT GIVEN TEMPERATURE RANGES. IF -
~~~~~~~~~~~~~~~~~~~~~~~II OK, CHECK FOR PROPER ELECTROLYTE LEVEL AND ADJUST AS REQUIRED.
NOT OK, ADJUST OR REPLACE GCU AS REQUIRED.
Flooded Lead-Acid Battery Troubleshooting Chart Figure 101 (Sheet 6)
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MODEL 208 MAINTENANCE MANUAL FLOODED LEAD-ACID BATTERY - MAINTENANCE PRACTICES 1.
Description A.
2.
Standard airplane battery is a 24 VDC, 45 ampere-hour (12 cell) lead acid battery, located on the right forward side of the fire wall and is comprised of lead compound plates immersed in a diluted solution of sulfuric acid and water (electrolyte). Each cell, connected in series, has a nominal voltage of approximately 2.0 volts when fully charged. State-of-battery charge can be determined by checking specific gravity with a hydrometer and voltage test.
General Precautions and Notes A.
Proper maintenance is essential if the battery is to achieve maximum life and performance. To assure these goals, periodic inspection in the airplane and periodic maintenance is a must.
WARNING: National Electric Code forbids charging batteries installed in airplanes or within 10 feet of fuel tank areas. CAUTION: Separate lead acid and nickel-cadmium battery facilities, including separate shops and service tools, must be used to prevent electrolyte contamination of acid and alkaline batteries. CAUTION: To minimize battery discharge during airplane storage or periods of low airplane utilization (more than 5 days), battery should be disconnected and/or circuit breakers disengaged on all items on hot battery bus bar. B.
A battery should never be allowed to remain in a discharged condition for any appreciable time. If allowed to remain in a discharged condition, the lead sulfate will grow into a hard, white crystalline formation known as sulfation. This condition closes the pores in the active material and destroys the plates.
C.
Electrolyte level must be maintained above the plates. Failure to do so leaves the plates exposed to air and causes rapid sulfation. Regular checking of the electrolyte level is a necessity and, if low, should be filled with distilled water.
D.
When placed on a charge, some lead sulfate, instead of reverting to spongy lead or lead oxide, dislodges from plates in small particles and drops to the bottom as sediment, resulting in irreparable damage. This material is lost for active use. In normal operation, all cells shed a small amount of active material; however, this process is quickened in the case of a sulfated battery, and its life is greatly reduced.
E.
A greenish deposit of copper salts may form on terminals and connectors. This corrosion is caused by normal venting or spilled electrolyte and should be removed using a stiff brush, followed by thoroughly washing the area with ammonia and water or a five percent solution of baking soda and water to neutralize any remaining electrolyte. Areas shall then be coated with a thin film of grease or preventive compound to prevent corrosion. Using a voltmeter from the negative terminal to the outside surface, check exterior of battery for acid bridges. A voltage reading indicates an acid bridge which must be removed by a thorough washing and drying.
F.
Electrolyte shall be added to an older battery only if electrolyte is lost as a result of spillage. A fully charged battery may have a specific gravity of 1.285 to 1.295 when new, whereas, it may have a fully charged specific gravity of 1.260 to 1.275 when near the end of its life. In this case, electrolyte shall not be added. The plates may be slightly sulfated and the addition of a higher specific gravity electrolyte will only aggravate this condition.
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3.
Initial Charge for New Batteries
CAUTION: Keep sparks, flames, burning cigarettes or other ignition sources away from battery at all times, and always shield eyes when working near batteries. A.
Preparation for Initial Charge. NOTE:
(1)
Although new batteries are received dry-charged and will deliver 75 percent of rated capacity after initial filling of electrolyte, it is essential that battery be given an initial charge to full capacity to ensure its airworthiness before installing in airplane.
Remove seals from battery cells.
CAUTION: Do not use automotive electrolyte to service battery. (2) (3) (4) (5) (6) B.
Fill each cell with 1.285 specific gravity electrolyte to bottom of split ring. Using care not to spill electrolyte, gently rock battery from side to side to release any trapped air. Readjust electrolyte as necessary. Allow battery stand for one hour. Readjust by adding electrolyte to proper level. Install vent plugs tightly into each cell.
Initial Battery Charge.
CAUTION: Do not allow battery to stand longer than 10 hours before beginning charge. (1) (2) (3) (4) (5) 4.
Battery Inspection A.
5.
Charge battery at 3.5 amps until initial gassing begins. Continue charge at 2.5 amps until all cells are gassing freely and charge voltage and specific gravity of electrolyte are constant over three successive readings taken at one hour intervals. During period of charging, electrolyte temperatures shall be maintained between 60°F and 110°F. When battery is completely charged, verify specific gravity is between 1.285 and 1.295. Adjust electrolyte level by removing or adding electrolyte to bottom of split ring, as required. After charge is complete, neutralize and remove any electrolyte spilled on battery.
Visual inspection of battery in airplane should be done in accordance with time limits set forth in Chapter 5, Inspection Time Limits.
Battery Quick-Disconnect Inspection A.
Inspect Battery and Components. (1) Check for excessively loose handle and locking assembly. (2) Check for pitted or corroded mating surfaces. (3) Check for burn marks caused when battery is disconnected under load. (4) Test for resiliency of mating surfaces of Elcon connector oversized pin. (a) Insert larger 0.385 inch diameter probe of GO/NO-GO gage into each helix or sleeve to maximum depth. Ensure a snug fit with a removal force greater than one pound. (b) If connector fails to pass resiliency test, replace connector. (5) Insert smaller 0.370 inch diameter probe of GO/NO-GO gage into connector to ensure adequate contact is present. (a) Elcon connector, ensure a snug fit with a nominal removal force of one pound. (b) Rebling connector, ensure each socket exerts sufficient pressure on pin to hold 0.370 inch diameter GO/NO-GO gage securely when quick-disconnect is inverted with gage pointed downward. (c) If connector exhibits excessive wear or damage, replace connector.
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6.
Battery Receptacle Inspection A.
7.
Servicing Battery A.
8.
9.
Inspect Connector Pins. (1) Connector pins shall be inspected for corrosion, pitting or burn marks. If any conditions prevent total electrical contact, surface shall be cleaned. (2) If cleaning process reduces pin diameter less than 0.370 inch, battery shall be replaced.
For servicing of battery, refer to Chapter 12, Flooded Lead Acid Battery - Servicing.
Battery Removal/Installation A.
Remove Battery (Refer to Figure 201). (1) Ensure battery switch is positioned to OFF. (2) Open right cowl door. Refer to Chapter 71, Engine Cowling and Nosecap - Maintenance Practices. (3) Disconnect battery connector from battery. (4) Pull lever to release battery tray from latch on fire wall. (5) Swing battery tray away from fire wall. (6) Cut and remove safety wire from wing nuts. (7) Remove wing nuts and washers from battery cover; remove battery cover. (8) Remove vent lines from elbows. (9) Clean adhesive from elbows and vent lines using isopropyl alcohol. (10) Remove battery from airplane.
B.
Install Battery (Refer to Figure 201). (1) Clean battery support and battery tray as necessary to ensure proper installation. (2) Position battery on battery tray, but do not secure. (3) Connect battery connector to battery and hand tighten. (4) Install battery cover using washers and wing nuts. (5) Safety wire wing nuts. Refer to Chapter 20, Safetying - Maintenance Practices. (6) Apply 14-30 adhesive to vent lines and elbows. (7) Install vent lines to elbows. (8) Swing battery aft until lever engages latch on fire wall. (9) Close right cowl door. Refer to Chapter 71, Engine Cowling and Nosecap - Maintenance Practices.
Battery Adjustment/Test A.
General.
CAUTION: Tools or equipment used for servicing nickel-cadmium batteries shall not be used for servicing lead acid batteries. Lead acid batteries shall be completely removed from nickel-cadmium battery service areas. The slightest acid contamination will deteriorate nickel-cadmium batteries. CAUTION: Do not charge batteries installed in airplane or within 10 feet of fuel tank areas. (1)
All procedures are to be accomplished in a designated service area away from airplane.
B.
Tools, Equipment and Materials. (1) For a list of tools, equipment and materials, refer to Electrical Power - General.
C.
Battery Test.
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Flooded Lead Acid Battery Installation Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
CAUTION: If electrolyte is removed from a discharged cell and replaced with electrolyte of high specific gravity, cell will be in a discharged condition even though hydrometer test indicates a full charge. (1)
Specific gravity of battery may be measured with a hydrometer to determine the state of battery charge. If hydrometer reading is low, charge battery and retest. Hydrometer readings of electrolyte must be compensated for temperature of electrolyte. Refer to Table 201 for various hydrometer readings with an electrolyte temperature of 80°F.
Table 201. Battery Hydrometer Reading at 80°F
D.
READINGS
BATTERY CONDITION
1.280 Specific Gravity
100 Percent Charged
1.250 Specific Gravity
75 Percent Charged
1.220 Specific Gravity
50 Percent Charged
1.190 Specific Gravity
25 Percent Charged
1.160 Specific Gravity
Discharged
NOTE:
All readings shown are for an electrolyte temperature of 80°F. For higher temperatures, readings will be slightly lower. For cooler temperatures, readings will be slightly higher. Some hydrometers have a built-in temperature conversion chart and a thermometer. Corrected readings shall agree with Table 201.
NOTE:
If a specific gravity indicates battery is not fully charged, charge battery atapproximately 29.0 VDC for 30 minutes or until battery voltage rises to 28.0 VDC. After charging, a load tester will provide more accurateresults. A specific gravity check can be used for charging, but cannot identify cells which short under load or have broken connectors between plates or cells.
Battery Charging.
WARNING: When a battery is being charged, hydrogen and oxygen gases are generated. Accumulation of these gases can create a hazardous explosive condition. Always keep sparks and open flame away from battery. Allow unrestricted ventilation of battery area during charging. (1)
(2)
10.
Remove battery from airplane and place in a well ventilated area for charging. When battery is fully charged, electrolyte level must be checked and adjusted by adding distilled water at a level even with horizontal baffle plate or split ring at bottom of filler holes. If battery is extremely cold, allow battery to warm before adding water as level will rise with warming. Main points of consideration during a battery charge are excessive battery temperature and violent gassing. Test battery with a hydrometer to determine amount of charge. Decrease charging rate or stop charging temporarily if electrolyte temperature exceeds 115°F.
Battery Cleaning A.
Tools, Equipment and Materials. (1) For a list for required tools, equipment and materials, refer to Electrical Power - General.
B.
Cleaning Procedures. (1) Remove battery. Refer to Battery Removal/Installation. (2) Tighten battery cell filler caps to prevent cleaning solution from entering cells.
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (3) (4) (5) (6) (7) (8)
Wipe battery cable ends, battery terminals and entire surface of battery with a clean cloth moistened with a solution of bicarbonate of soda (baking soda) and water. Rinse with clear water, wipe away excess water and allow battery to dry. Examine vent plugs to ensure gas escape holes are clear of obstruction. Brighten cable ends and battery terminals using emery cloth or a wire brush. Coat battery terminals with petroleum jelly or an ignition spray product to reduce corrosion. Install battery. Refer to Battery Removal/Installation.
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MODEL 208
MAINTENANCE MANUAL SEALED LEAD ACID BATTERY - MAINTENANCE PRACTICES 1.
General A.
2.
3.
NOTE:
Battery is serviced and charged at the factory. Although the battery is a maintenance free battery, to ensure airworthiness, battery capacity must be checked periodically. Refer to Chapter 5, Inspection Time Limits.
NOTE:
When replacing Ni- Cad battery with lead acid battery, refer to Ni-Cad Battery - Removal/ Installation for modification of Battery Overheat Warning System.
Battery Removal/Installation A.
Remove Battery (Refer to Figure 201). (1) Ensure battery switch is in OFF position. (2) Open right side cowl door. Refer to Chapter 71, Engine Cowling and Nose Cap - Maintenance Practices. (3) Disconnect battery connector from battery. (4) Pull lever to release battery tray from latch on fire wall. (5) Swing battery tray away from fire wall. (6) Cut and remove safety wire from wing nuts. (7) Remove wing nuts and washers from strap securing battery cover to battery and tray. (8) Remove battery cover. (9) Remove vent lines from elbows. (10) Clean adhesive from vent lines and elbows using isopropyl alcohol. (11) Remove battery from airplane.
B.
Install Battery (Refer to Figure 201). (1) Clean battery support and battery tray as necessary. (2) Position battery on battery tray, but do not secure . (3) Connect battery connector to battery and hand tighten. (4) Position battery cover on battery and secure with strap, washers and wing nuts. (5) Safety wire wing nuts. Refer to Chapter 20, Safetying - Maintenance Practices. (6) Apply 14-30 adhesive to vent lines and elbows. (7) Install vent lines to elbows. (8) Swing battery aft until lever engages latch on fire wall. (9) Close right cowl door. Refer to Chapter 71, Engine Cowling and Nosecap - Maintenance Practices.
Battery Receptacle Inspection A.
4.
The battery is a maintenance free, 24 VDC, 40 ampere-hour sealed lead acid battery. The battery is a recombinant gas (RG) absorbed electrolyte battery. Because the electrolyte is absorbed in glass mat (AGM) separators, no leakage will occur, even if the case is cracked or damaged through mishandling. The battery is equipped with overboard vent lines, which connect to the vent fittings on the battery case. The battery is located on the right side of the forward fire wall.
Items To Inspect. (1) Connect pins should be inspected for corrosion, pitting or burn marks. If any of these defects are evident to the extent that total electrical contact could be prevented, the surface shall be cleaned. (2) If cleaning process reduces pin diameter below 0.370 inch, the battery shall be replaced.
Battery Quick-Disconnect Inspection A.
Items To Inspect (1) Check for excessively loose handle and locking assembly. (2) Check for pitted or corroded mating surfaces. (3) Check for burn marks caused when battery is disconnected under load.
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MODEL 208
MAINTENANCE MANUAL
A22716
BATTERY WING NUT
STRAP
ELBOW (NOTE)
DETAIL A
BATTERY TRAY
B
VENT LINE
LEVER
NOTE:
CEMENT VENT LINES TO ELBOWS USING 14-30 ADHESIVE.
DETAIL B 26144009 A26144009 B26144009
Sealed Lead Acid Battery Installation Figure 201 (Sheet 1)
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MODEL 208
MAINTENANCE MANUAL (4) Test for resiliency of mating surfaces to an oversized pin (Elcon connector only). Insert larger diameter probe (0.385 inch diameter) of a GO/NO-GO gage into helix or sleeve to maximum depth. Ensure a snug fit with a removal force greater than one pound. (5) To assure contact is adequate for a worn battery pin, insert small diameter end (0.370 inch diameter) of GO/NO-GO gage. (a) Elcon connector, ensure a snug fit with a nominal removal force of one pound. (b) Rebling connector, ensure each socket exerts sufficient pressure on the pin to hold the 0.370 inch diameter GO/NO-GO gage when the quick-disconnect is inverted to a position where the gage is pointed downward. (6) If the connector fails to pass resiliency test or shows excessive wear or damage, replace connector.
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MODEL 208 MAINTENANCE MANUAL NI-CAD BATTERY - DESCRIPTION AND OPERATION 1.
General A.
2.
The Model 208 may incorporate a 25.2 VDC, 40 ampere hour (20 cell) nickel-cadmium battery, located on the right forward side of the firewall.
Description A.
Battery. (1) The electrolyte in a nickel-cadmium battery is a solution of distilled water and potassium hydroxide. The electrolyte is used only as a conductor and does not react with the plates as does the electrolyte in a lead-acid battery. The state of battery charge cannot readily be determined by a specific gravity reading, since the electrolyte does not change appreciably. For this reason, it is not possible to determine the charge state of a nickel-cadmium battery by checking the electrolyte with a hydrometer. Neither can the charge be determined by a voltage test, because of the inherent characteristic that the voltage remains constant during 90 percent of the discharge cycle. However, a visual indication is beneficial because the plates are porous and absorb the electrolyte while discharging and expel the electrolyte while charging. (2) The negative plates in the battery are cadmium hydroxide, the positive plates are nickel hydroxide. During charging, all oxygen is driven out of the negative plates and only metallic cadmium remains. The oxygen dispelled from negative plates is picked up by the positive plates to form nickel dioxide. Toward the end of the charging process, the electrolyte will gas due to electrolysis taking place in the electrolyte. A slight amount of gassing is necessary to completely charge the battery. (3) During discharge, the reverse chemical action takes place. The negative plates gradually gain back the oxygen, as the positive plates lose oxygen. Due to this interchange of oxygen, the chemical energy of the plates is converted into electrical energy and the electrolyte is absorbed by the plates. For this reason, the level of the electrolyte should be checked only when the battery is fully charged.
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Page 1
Aug 1/1995
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MODEL 208 MAINTENANCE MANUAL NI-CAD BATTERY - TROUBLESHOOTING 1.
General A.
A troubleshooting chart has been prepared to aid the maintenance technician in system troubleshooting. Refer to Figure 101.
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MODEL 208 MAINTENANCE MANUAL
A11588
BATTERY
I
I APPARENT LOSS OF CAPACITY
COMPLETE FAILURE TO OPERATE
I EQUALIZE CELLS, DEEP CYCLE. REFER TO BATTERY RECONDITIONING
CHECK BATTERY CONNECTION
FOREIGN MATERIAL WITHIN THE CELL CASES. MAY BE RELATED TO FAILURE OF ONE OR MORE CELLS TO BALANCE.
OVERHEATING OF INTERCELL CONNECTORS
I DISASSEMBLE, CLEAN, REASSEMBLE
TORQUE CONNECTORS TORQUE CONNECTORS
THE APPEARANCE OF BLACK OR GRAY PARTICLES IN THE CELL IS USUALLY MATERIAL FROM CELL PLATES.
I
I REPLACE CELL. REFER TO REPLACEMENT OF CELLS.
FAILURE OF ONE OR MORE CELLS TO BALANCE WITH OTHERS
CHARGE BATTERY, CONSTANT CURRENT
IF THE CELL(S) FAIL TO RESPOND, REFER TO BATTERY RECONDITIONING
Ni-Cad Battery Troubleshooting Chart Figure 101 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A11589
A
I FREQUENT ADDITION OF WATER
DISTORTION OF CELL CASES
I
I
REFER TO APPARENT LOSS OF CAPACITY
REPLACE DISTORTED CELL
I
I
EXCESSIVE SPEWAGE
CLEAN BATTERY I
CHARGE BATTERY
I
I
ADJUST ELECTROLYTE LEVEL
APPEARANCE OF BURN MARKS ON QUICK DISCONNECT RECEPTACLE
I CHECK FOR PROPER TORQUE VALUES ON CONNECTORS
CHECK QUICK DISCONNECT AND MATING HALF
Ni-Cad Battery Troubleshooting Chart Figure 101 (Sheet 2)
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MODEL 208
MAINTENANCE MANUAL NI-CAD BATTERY - REMOVAL/INSTALLATION 1.
General A.
2.
The following removal and installation procedures are for the battery, quick-disconnect receptacle, intercell connector and individual battery cell.
Notes and Precautions A.
Proper maintenance is essential if the battery is to achieve maximum life and performance. To ensure these goals, periodic inspection in the airplane and periodic maintenance is a must.
WARNING: The electrolyte used in nickel-cadmium batteries is a caustic solution of potassium hydroxide. Serious burns will result if it comes in contact with any part of the body. Use rubber gloves, rubber apron and protective goggles when handling this solution. If electrolyte gets on skin, wash affected areas thoroughly with water, and neutralize with three-percent acetic acid, vinegar or lemon juice. If electrolyte gets into eyes, flush with water and get immediate medical attention. WARNING: Rings, metal watchbands and other metallic jewelry should be removed before working around the battery. Should such metallic objects contact intercell connectors of opposing polarity, they may fuse themselves to the connectors and cause severe skin burns. CAUTION: Tools or equipment used for servicing lead-acid batteries shall not be used for servicing ni-cad batteries. Ni-Cad batteries should be completely removed from lead-acid battery service area. The slightest acid contamination will deteriorate Ni-Cad batteries. 3.
Battery Removal/Installation A.
Remove Battery (Refer to Figure 401). (1) Ensure battery switch is positioned to OFF. (2) Open right cowl door. Refer to Chapter 71, Engine Cowling and Nosecap - Maintenance Practices. (3) Disconnect battery connector and temperature connector from battery. (4) Pull lever to release battery tray from latch on firewall. (5) Swing battery tray away from firewall. (6) Remove vent lines from elbows. (7) Cut safety wire from wing nuts and remove cover from battery tray. (8) Remove battery from airplane. (9) If battery is to be replaced with a lead acid battery, perform the following steps. (Refer to Battery Overheat Warning - Description and Operation). (a) Jumper pin A to pin B and pin C to pin D. (b) Stow the heat sensor electrical connector. (c) Replace the BATTERY OVERHEAT and BATTERY HOT annunciator lenses with blank ones (P/N 25-0890-89 or equivalent). (d) Install lead acid battery in accordance with Sealed Lead-Acid Battery - Maintenance Practices.
B.
Install Battery (Refer to Figure 401). (1) Clean battery support and battery tray as necessary to ensure proper installation.
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MODEL 208 MAINTENANCE MANUAL
A22718
BATTERY
BATTERY CONNECTOR
BATTERY COVER COVER
ELECTRICAL CONNECTOR.
VIEW A-A ELBOW I
LATCH VENT LINES
TRAY
NOTE:
LEVER
CEMENT HOSES TO ELBOW USING 14-30 ADHESIVE.
26144009 AA2618X1122
Ni-Cad Battery Installation Figure 401 (Sheet 1)
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Page 402 Apr 1/1996
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (2) Install battery to battery tray. Secure with hold-down rods, washers and wing nuts as required. Safety wire wing nuts. Refer to Chapter 20, Safetying - Maintenance Practices. (3) Connect vent lines to elbows. (4) Connect battery connector and temperature connector to battery. (5) Swing battery aft until handle engages latch on firewall. (6) Close right cowl door. Refer to Chapter 71, Engine Cowling and Nosecap - Maintenance Practices. 4.
Quick-Disconnect Receptacle Removal/Installation A.
Remove Quick-Disconnect Receptacle (Refer to Figure 402).
WARNING: Do not drop tools or other metallic objects onto the intercell connectors; severe arcing will occur, resulting in possible injury to personnel and damage to the battery. Only insulated tools should be used for servicing ni-cad batteries. (1) Remove positive and negative intercell connectors attached to quick-disconnect receptacle. Note position and placement of all hardware for later reinstallation. NOTE:
Care should be taken in removal of quick-disconnect receptacle to preserve all hardware and gaskets, if possible, so that new part may be installed properly.
(2) Remove screws securing quick-disconnect receptacle to battery case. (3) Remove quick-disconnect receptacle and gasket from battery case. B.
Install Quick-Disconnect Receptacle (Refer to Figure 402). (1) Install quick- disconnect receptacle and gasket to battery case. Secure using screws. CAUTION:
Do not fabricate intercell connectors. Connectors are designed to
carry particular electrical loads. If replacement parts are needed, contact marathon battery company for replacement parts. (2) Install positive and negative connectors to quick-disconnect receptacle. (3) Torque connectors. Refer to Ni-Cad Battery - Adjustment/Test, Table 501 for torque values. 5.
Intercell Connector Replacement CAUTION:
A.
6.
Do not fabricate intercell connectors. Intercell connectors are designed to carry specific electrical loads and should be replaced using only marathon battery parts. Battery cells are connected to each other using (intercell) connectors. Refer to Figure 402 for an illustration of typical connectors and their hardware. Torque intercell connectors to one another using torque values found in Ni-Cad Battery - Adjustment/Test, Table 501.
Battery Cell Removal/Installation A.
Remove Cells. (1) Remove battery from airplane. Refer to Battery Removal/Installation. (2) Clean battery. Refer to Ni-Cad Battery - Cleaning/Painting. (3) Remove (intercell) connectors. Save all hardware for reinstallation. (4) Remove all vent plugs using vent wrench. Refer to Electrical Power - General for vent wrench part number. (5) Remove enough intercell connectors to permit individual cells to be withdrawn from battery case.
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MODEL 208 MAINTENANCE MANUAL
A22719
BATTERY ;ASE
POSITIVE AN INTERCELL C QUICK-DISCON RECEPTACLE
FILLER
CEL
CELL COVER
TERMINA POST CONTACT TABS
ELL ATE
2614X1194 A2614X1194
Ni-Cad Connector Installation Figure 402 (Sheet 1)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22720
n
I
00I + (
)I +(
)
30 NEGATIVE LEAD
^+^
0 +
I5
)1
+z
:NT
a0 +
) POSITI LEAD "r
I
0
1@ +
0(A
RIB ASSEMBLY
SCREW N
WING TIP VENT LINE
CLAMP
FUEL VENT
A
DETAIL
:AD
(LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE) NUT
(LE RIC TUBE NUT VENT LINE
NO. 60 (0.040 INCH) DIAMETER HOLE UPPER SURFACE ONLY 6.00 INCHES -
RETAINER «-
TUBE NUT
0.50
INCH __K
ROOT RIB TRAILING EE)GE WING VIEW
0
j
WING TIP VENT LINE
BOLT
A-A
ROOT \ RRIB \
UNIO/ IO
DETAIL C (TYPICAL)
A26261004 B26262004 C26261003 AA26261009
Fuel Vent System Installation Figure 201 (Sheet 2)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22438
CROSS OVER VENT LINE
UPPER SHIELD
I
VII*ni^
-V
1 I
LINE - CROSS
(RIGHT SIDE SHOWN)
TUBE NUT
TO RESERVOIR
SCRI EL LINE CLAMP
VENT LINE CLAMP
DETAIL
F
(TYPICAL CLAMP INSTALLATION) D26262001 E2626001 F2626T1014
Fuel Vent System Installation Figure 201 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL
A22440
6.00 INCHES.k..6
RESERVOIR
. it
LONGERON LONGERON DETAIL
SPIF (NO
G
(RIGHT SIDE SHOWN) NOTE: INSTALL TWO 6.00 INCH SPIRAL WRAPS ON EACH LINE IN PLACE OF CLAMPS. RESI
IVirIl
JUMPER
1
.JLuL
TUBE NUT
DETAIL H (RIGHT SIDE SHOWN) 'PER IELD ,LF
CLA
M
.
VENT
DETAIL J
TUBE
/ALt-
(RIGHT SIDE SHOWN)
H2626R1016 G2626R1017 J2626R1015
Fuel Vent System Installation Figure 201 (Sheet 4)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (13) Install the lower wing access covers, fuselage access cover, and sidewall panels. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (14) Put fuel in the fuel tanks. Refer to Chapter 12, Fuel - Servicing. (15) Do a check for leaks. 3.
4.
5.
Union, Tubes and Cross Removal/Installation A.
Remove the Union, Tubes and Cross (Refer to Figure 201). (1) Loosen the tube nuts and disconnect tubes from the union. (2) Remove the nut and ring from the union. (3) Discard the ring and disconnect the union from the fuel bulkhead. (4) Loosen the clamps and disconnect the tubes and hoses from the cross. Discard hoses. (5) Disconnect the hoses from the tubes and cross. Remove the cross. (6) Remove the bolts. Disconnect the upper shield halves and lower shield halves from the floorboard rib. (7) Remove and discard the seals. (8) Remove the nut from the screw and disconnect the vent line clamps from the fuel line clamps.
B.
Install the Union, Tubes and Cross (Refer to Figure 201). (1) Locate the seals on the tubes. Attach the upper and lower shield halves to floorboard ribs. Replace bolts. (2) Attach the union to the fuel bulkhead. (3) Install the O-ring and nut. (4) Attach and tighten the tube nuts on the union. (5) Attach the hoses to the cross, tubes and tighten the clamps. (6) Attach and tighten the tube nut on the union. (7) Attach the hoses to the tubes and tighten the clamps. (8) Install the screws in the clamps, attach and tighten nuts on the screws. (9) Install the union and tighten the tube nuts. (10) Attach the retainers to the root ribs and install the bolts.
Seals and Reservoir Vent Lines Removal/nstallation A.
Remove the Seals and Reservoir Vent Lines (Refer to Figure 201). (1) Remove the screws from the lower shield half and upper shield half. (2) Loosen the clamps and remove the vent tube from the hose. Remove and discard the hose. (3) Loosen the tube nut. (4) Disconnect the tube from the manifold.
B.
Install the Seals and Reservoir Vent Lines (Refer to Figure 201). (1) Attach the tube to the manifold and tighten the nut. (2) Install the hose on the reservoir. (3) Attach the tube to the hose and tighten the clamps. (4) Attach the seal to the tube, locate upper and lower shield halves and install the screws.
Fuel Vent Line Float Valve Test NOTE: A.
The fuel vent line float valve can become plugged causing possible fuel starvation of engine. The following procedure must be used to check the function of the fuel vent valve.
Do a valve test of the fuel vent line float. (1) Attach a rubber tube end to one wing tip vent line. (2) Do a check to make sure the fuel caps are correctly installed and the fuel selector valve is turned off. (3) Put a plug in the 0.040 inch diameter hole in the wing tip vent line located 6.50 inches from the end of the part.
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MODEL 208 MAINTENANCE MANUAL (4)
(5) (6)
Blow into the tube to slightly pressurize fuel tank (if air can be blown into tank, vent lines are open and float valve is not plugged). (a) If air cannot be blown into the fuel tank, remove the vent lines and fuel vent line valve from the system. 1 Clean the vent lines. 2 Do a functional check of the fuel vent line valve. 3 If the float valve sticks or the relief valve does not open at 0.7 negative PSI or 1.0 PSI, replace the fuel line vent valve. Repeat steps 5.A.(1) through 5.A.(4)(a)3 for the opposite fuel tank. Remove the tube and plug from the wing tip vent line.
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL FUEL LINES, VALVES AND FILTERS - MAINTENANCE PRACTICES 1.
General A.
2.
Fuel lines, valves and filters maintenance practices consist of removal/installation and test of components.
Screen and Fuel Shutoff Valve Removal/Installation A.
Remove Screen and Fuel Shutoff Valve (Refer to Figure 201). (1) Remove lower wing access covers to gain access to fuel tanks and that segment of system located between fuel tank and fuselage. (2) Remove access cover located on bottom of fuselage below reservoir, gain access to fuselage through cargo pod. (3) Remove sidewall covers aft of pilot's and copilot's doors. (4) Defuel and purge fuel tanks. (5) Detach adapter (11) from fuel shutoff valve (4). Remove adapter (11) and O-ring (9) from fuel tank, discard O-ring (9). (6) Loosen clamp (12) and detach screen (13) from adapter (11). Discard screen (13) if blocked or damaged. (7) Detach tube (2) from shutoff valve (4). (8) Remove cotter pin (24), washer (23), and pin (22) from link (24A) and handle (24B). (9) Remove fuel shutoff valve (4) from fuel bulkhead (10). NOTE:
B.
3.
Cap all open fuel lines during removal of system components.
Install Screen and Fuel Shutoff Valve (Refer to Figure 201). (1) Replace fuel shutoff valve (4) and O-ring (9) on fuel bulkhead (10). (2) Replace screen (13) and clamp (12) on adapter (11). Install and tighten adapter on fuel shutoff valve (4). (3) Install and tighten aft fuel line (2) on fuel shutoff valve (4). (4) Attach link (24A) to handle (24B), replace pin (22), washer (23), and cotter pin (24).
Lines and Filter Removal/Installation A.
Remove Lines and Filter (Refer to Figure 201). (1) Cut sta-straps (33) from covers (34), on early 208 Models, loosen clamps (40), remove hoses (39) from drain (41), discard hoses. On later 208 Models, remove hoses from grommets (44) and covers (34), discard hoses, or, remove screws (44D) and detach cover (44A). Remove clamps (40) and remove hoses (39) from grommets (44); discard hoses. (2) Remove screws (28) and (30), nuts (29) and (31), and clamps (26) and (27) from forward motive flow line (25) and fuel supply line (43). (3) Loosen tube nuts and detach unions (35) from motive flow lines (25) and (37) and fuel supply lines (38) and (43). (4) Detach forward fuel supply line (43) from firewall shutoff valve (48). Detach forward motive flow line (25) from elbow (62). (5) Remove screws (88) and detach upper and lower shield halves (85) and (86) from supports (91) and (92). (6) Remove seals (87) from aft motive flow and fuel supply lines (37) and (38). Discard seals (87). (7) Detach aft fuel supply line (38) from manifold (89). (8) Detach aft motive flow line (37) from motive line elbow (90). (9) Disconnect control (65) from handle (66), loosen nuts (49) and (50), and unscrew firewall shutoff valve (48) from fuel filter (52), removing nut (49) and (50) to remove valve; discard O-ring (51). (10) Detach hose (56) from elbow (55), detach elbow (55) from reducer (54). (11) Detach drain valve (64) from drain port (63). (12) Remove bolts (58), (60) and lockwashers (59), (61) from bracket (57), detach bracket (57) from fuel filter (52) and mounting brackets (46), and remove filter (52).
B.
Install Lines and Filter (Refer to Figure 201). (1) Install and tighten aft motive flow line (37) to motive line elbow (90).
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MODEL 208 MAINTENANCE MANUAL
A22443
5
FORWARD FUEL LINES 2. AFT FUEL LINES 3. RESERVOIR 4. FUEL SHUTOFF VALVE 5. FUEL FILTER 6. FIREWALL SHUTOFF VALVE 1.
26161014
Fuel Lines, Valves, and Filters Installation Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A22445
22
23
24 24B
2
13
DETAIL A
15 2. 4. 9.
10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 24A. 24B.
AFT FUEL LINE FUEL SHUTOFF VALVE O-RING FUEL BULKHEAD ADAPTER CLAMP SCREEN BRACKET VENT LINE CLAMP FUEL LINE CLAMP SCREW NUT CLAMP SCREW NUT PIN WASHER COTTER PIN LINK HANDLE
16 a
10
DETAIL
B
14
2
1920 3 - (rCIV20
DETAIL C
A2616X1028 B26161004 C26161003
Fuel Lines, Valves, and Filters Installation Figure 201 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL
A22447
35
38
37
DETAIL
D
38
EARLY MODEL 208 AIRPLANES ONLY
36
25 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 43. 44.
FORWARD MOTIVE FLOW LINE MOTIVE FLOW LINE CLAMP FUEL SUPPLY LINE CLAMP SCREW NUT SCREW NUT FORWARD FLOORBOARD SUPPORT CLAMP STA-STRAP COVER UNION AFT FLOORBOARD SUPPORT AFT MOTIVE FLOW LINE AFT FUEL SUPPLY LINE DRAIN HOSE CLAMP DRAIN FORWARD FUEL SUPPLY LINE GROMMET
_v
DETAIL E LATER MODEL 208 AIRPLANES
026161008 E26161008A
Fuel Lines, Valves, and Filters Installation Figure 201 (Sheet 3)
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MODEL 208
MAINTENANCE MANUAL
A22436
36 35 33 42 30 28
39
26
44 25
44A
31
4
43
- 4 1-'-{
DETAIL F AIRPLANES 20800007 AND ON
25. 26. 27. 28. 30. 31. 32. 33. 34. 35. 36. 37.
FORWARD MOTIVE FLOW LINE 38. MOTIVE FLOW LINE CLAMP 39. FUEL SUPPLY LINE CLAMP 40. SCREW 41. SCREW 42. NUT 43. FORWARD FLOORBOARD SUPPORT CLAMP 44. STA-STRAP 44A. COVER 44B. UNION 44C. AFT FLOORBOARD SUPPORT 44D. AFT MOTIVE FLOW LINE 44E.
AFT FUEL SUPPLY LINE DRAIN HOSE CLAMPS DRAIN FORWARD FLOORBOARD SUPPORT FORWARD FUEL SUPPLY LINE GROMMET COVER CLAMP CARGO POD SCREW SCREW
F26161008
Fuel Lines, Valves, and Filters Installation Figure 201 (Sheet 4)
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0
A-----
All
5
.3
DETAIL
G 25
25. 43. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63.
FORWARD MOTIVE FLOW LINE FORWARD FUEL SUPPLY LINE FIREWALL FIREWALL MOUNTING BRACKET FLOORBOARD SUPPORT FIREWALL SHUTOFF VALVE NUT NUT O-RING FUEL FILTER 52 O-RING REDUCER ELBOW HOSE BRACKET BOLT LOCKWASHER 64. DR AIN VALVE BOLT 65. CO)NTROL LOCKWASHER 66. HA NDLE ELBOW 67A. COIVER PLATE DRAIN PORT
* FWD DETAIL
45
G
TOP VIEW
G2616X1029 G2616X1029
Fuel Lines, Valves, and Filters Installation Figure 201 (Sheet 5)
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A22441
71
72 I
80 74
DETAIL
70. 71. 72. 73. 74. 75. 76. 77. 78. 79. 80.
H
FILTER BODY WARNING BUTTON O-RING FILTER ELEMENT LOCK NUT BOWL O-RING DRAIN PORT O-RING DRAIN VALVE THREADED ROD
H2616X1031
Fuel Lines, Valves, and Filters Installation Figure 201 (Sheet 6)
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A22442
91
FPnRWAPn VFNIT I IMF
FUEL LINE AFT VENT LINE
FT FUEL LINE
0c
DETAIL K 37. 38. 85. 86. 87. 89. 90. 91.
92.
AFT MOTIVE FLOW LINE AFT FUEL SUPPLY LINE UPPER SEAL HALF LOWER SEAL HALF SEAL MANIFOLD MOTIVE LINE ELBOW RESERVOIR SUPPORT, LEFT RESERVOIR SUPPORT, RIGHT J2626X1016 K2616X1027
Fuel Lines, Valves, and Filters Installation Figure 201 (Sheet 7)
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MAINTENANCE MANUAL
A22444
Os
D
37
38
97 93
96
40 42
95
30
94
28
39
26
44
25
-44A 27 41
44C DETAIL
F
MODEL 208B 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39.
FORWARD MOTIVE FLOW LINE 40. MOTIVE FLOW LINE CLAMP 41. FUEL SUPPLY LINE CLAMP 42. SCREW 43. NUT 44. SCREW 44A. NUT 44B. FORWARD FLOORBOARD SUPPORT CLAMP 44C. STA-STRAP 44D. COVER 44E. UNION 93. AFT FLOORBOARD SUPPORT 94. AFT MOTIVE FLOW LINE 95. AFT FUEL SUPPLY LINE 96. DRAIN HOSE 97.
CLAMPS DRAIN FORWARD FLOORBOARD SUPPORT FORWARD FUEL SUPPLY LINE GROMMET COVER CLAMP CARGO POD SCREW SCREW CLAMP DRAIN LINE DRAIN LINE CLAMP
DRAIN HOSE
F26161008 F26163002
Fuel Lines, Valves, and Filters Installation Figure 201 (Sheet 8)
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A22446
12 (NOTE 2)
1
1C
6
1 1.
11.
SHUTOFF VALVE BODY BALL SEAL FITTING O-RING SCREW O-RING CUP SEAL DRIVE SHAFT RETAINER SCREW
12. 13.
HANDLE (NOTE 1), (NOTE 2) PIN (NOTE 3)
2. 3. 4. 5. 6. 7. 8. 9.
10.
11 12
10
13 (NOTE 3)
8,. -9 --
7
USED ON LEFT AND RIGHT
NOTE 1: USED ON LEFT AND RIGHT FORWARD VALVES.
6
1
NOTE 2: USED ON LEFT AND RIGHT AFT VALVES.
3
NOTE 3: SAFETY WIRE ROLL PINS.
FIREWALL SHUTOFF VALVE 26161007 26161006
Fuel Lines, Valves, and Filters Installation Figure 201 (Sheet 9)
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MODEL 208 MAINTENANCE MANUAL (2) Install and tighten aft fuel supply line (38) to manifold (89). (3) Replace seals (87) on tubes (38) and (37). Install upper and lower seal halves (85) and (86) on reservoir support (81). Replace screws (78). (4) Install and tighten forward and aft motive flow lines (25), (37), forward and aft fuel supply lines (43) and (38) to unions (35). NOTE:
Mating surfaces of covers (34) and mating surfaces of covers to tubes (25), (37), (38), and (43) shall be cleaned and primed with Dow-Corning 1200 primer or equivalent. Let primer air dry for at least one-half hour. Seal mating surfaces with TBS-758 thermal coating or equivalent. Pot life of mixed material is four hours.
(5) Install covers (34) and hoses (39) on motive flow lines (25) and (37), fuel supply lines (38) and (43) and drain (41). (6) Attach sta-straps (33) to covers (34). On early 208 Models, attach hoses (39) to covers (34) and drain (41). Replace clamps (40). On later 208 Models, attach hoses (39) to covers (34). Route hoses through grommets (44) and belly skin of airplane, or, attach hoses (39) to covers (34). Route hoses (39) through grommets (44), cover (44A), clamp (44B), and belly of cargo pod (44C). Attach cover (44A) and clamp (44B) to cargo pod with screws (44D) and (44E). (7) Attach clamp (27) to forward support clamp (32) and replace screw (30) and nut (31). (8) Align clamps (26) and (27) and replace screw (28) and nut (29). (9) Place firewall shutoff valve (48) to firewall (45); install nut (49). (10) Install and tighten forward fuel supply line (43) through firewall shutoff valve (48). (11) Attach control (65) to handle (66) on firewall shutoff valve (48). (12) Connect forward motive flow line (25) to elbow (62), tighten tube nut. (13) Replace nut (50) and O-ring (51) on firewall shutoff valve (48). (14) Install fuel filter (52) on firewall shutoff valve (48). NOTE:
Turn fuel filter (52) clockwise on firewall shutoff valve boss until drain valve (64) may be installed through hole in bottom of engine cowl. Check alignment of attaching holes in bracket (57) with fuel filter (52) and firewall mounting brackets (46). Fuel filter may have to be turned in either direction on firewall shutoff valve boss in order for all three points to be in line.
(15) After locating fuel filter (52), tighten nut (50) on 0-ring (51) and filter (52). (16) Attach bracket (57) to firewall mounting brackets (46) and fuel filter (52). Install and tighten bolts (58), (60) and lockwashers (59) and (61). (17) Install and tighten drain valve (64) on drain port (63). (18) Install O-ring (53) on reducer (54), install and tighten reducer (54) on fuel filter (52). (19) Install and tighten hose (56) on elbow (55), install and tighten elbow (55) on adapter (54). NOTE:
Ensure fuel tank and reservoir seals, adapters, unions, etc. have been sealed.
(20) Replace all wing and fuselage access covers, and sidewall covers. (21) Refuel system and check for leaks. 4.
Lines and Filters Removal/nstallation (208B Airplanes) A. Remove Lines and Filters (Refer to Figure 201). (1) Remove screws (44D) and remove cover (44A). (2) Remove clamps (93) and (40) from hoses (39); discard hoses. (3) Cut sta-straps (33) from covers (34). (4) Remove clamps (96) from hoses (97) and remove drain line (94); then remove drain line (95). (5) Remove screws (28) and (30), nuts (29) and (31), and clamps (27) and (26) from forward motive flow line (25) and forward supply line (43). (6) Loosen tube nuts and detach unions (35) from motive flow lines (25) and (37) and fuel supply lines (38) and (43). (7) Detach forward fuel supply line (43) from firewall shutoff valve (48). (8) Detach forward motive flow line (25) from elbow (62).
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B.
(9) Remove screws (88) and detach upper and lower shield halves (85) and (84) from supports (91) and (92). (10) Remove seals (87) from aft motive flow and fuel supply lines (37) and (38). Discard seals (87). (11) Detach aft fuel supply line (38) from manifold (89). (12) Detach aft motive flow line (37) from motive line elbow (90). (13) Disconnect control (65) from handle (66), loosen nuts (49) and (50) and unscrew firewall shutoff valve (48) from fuel filter (52), removing nuts (49) and (50) to remove valve; discard 0-ring (51). (14) Detach hose (56) from elbow (55) and detach elbow (55) from reducer (54). (15) Detach drain valve (64) from drain port (63). (16) Remove bolts (58) and (60) and lockwashers (59) and (61) from bracket (57), from fuel filter (52), and mounting brackets (46), and remove filter (52). (17) Remove elbow (55) from reducer (54). (18) Remove reducer (54) from filter (52) and discard O-ring (53). Install Lines and Filters (Refer to Figure 201). (1) Install and tighten aft motive flow line (37) to motive line elbow (90). (2) Install and tighten aft fuel supply line (38) to manifold (89). (3) Replace seals (87) on lines (38) and (37). Install upper and lower seal halves (85) and (86) on reservoir support (81). Install screws (78). (4) Install and tighten forward and aft motive flow lines (25) and (37), and forward and aft fuel supply lines (43) and (38) to unions (35). NOTE:
Mating surfaces of covers (34) and mating surfaces of covers to lines (25), (37), (38), and (43) shall be cleaned and primed with Dow-Corning 1200 primer or equivalent. Let primer air-dry for at least one-half hour. Seal mating surfaces with TBS-758 thermal coating or equivalent. Pot life of mixed material is four hours.
(5) Install covers (34) on motive flow lines (25) and (37), and fuel supply lines (38) and (43). (6) Install drain line (94). (7) Install drain line (95) and connect drain lines (95) and (94) to covers (34) using hoses (97) and clamps (96). (8) Install drain hoses (39) through grommets (44) and connect to drain lines (95) and (96) using clamps (93). Connect to drain line (41) using clamps (40). (9) Install cover (44A) using screws (44D). (10) Install clamp (26) on forward motive flow line and clamps (27) on forward fuel supply line (43) using screws (28) and (30) and nuts (29) and (31). (11) Install firewall shutoff valve (48) through firewall (45) and install nuts (49) and (50) on shutoff valve; do not tighten. (12) Install new O-ring (51) and screw filter (52) on firewall shutoff valve (48). NOTE:
(13) (14) (15) (16) (17) (18) (19) (20) (21) (22)
Turn fuel filter (52) clockwise on firewall shutoff valve boss until drain valve (64) may be installed through hole in bottom of engine cowl. Check alignment of attaching holes in bracket (57) with fuel filter (52) and firewall mounting brackets (46). Fuel filter may have to be turned in either direction on firewall shutoff valve boss in order for all three points to be in line.
After locating fuel filter (52), tighten nut (50) on O-ring (51) and filter (52). Connect forward motive flow line (25) to elbow (62) and tighten. Connect forward fuel supply line (43) to firewall shutoff valve (48) and tighten. Attach brackets (57) on firewall mounting brackets (46) using lockwashers (59) and bolts (58). Connect bracket (57) to filter (52) using lockwashers (61) and bolts (60). Install reducer (54) in filter (52) using new O-ring (53). Install elbow (55) on reducer (54). Connect hose (56) to elbow (55) and tighten. Connect hose to elbow (62). Connect control (65) to firewall shutoff valve arm (66) and adjust.
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MODEL 208
MAINTENANCE MANUAL (23) Connect drain valve (64) to drain port (63). NOTE:
Make sure fuel tank and reservoir seals, adapters, unions, etc. have been sealed.
(24) Replace all wing and fuselage access covers, and sidewall covers. (25) Refuel system and check for leaks. 5.
Firewall Mounted Fuel Filter Servicing A.
The fuel filter is found on the forward face of the firewall near the bottom of the engine compartment. You can use the 20-micron filter element again in the filter. The element can be cleaned in naptha and dried with a low-pressure, clean air source. NOTE:
The low pressure clean air source must be less than 30 PSI and oil-free.
CAUTION: Make sure that the compressed air pressure is less than 30 psi. This will help prevent damage to the filter element. CAUTION: Make sure that you do not use sharp or hard objects on the mesh surfaces. This will help prevent damage to the mesh. CAUTION: Make sure that you do not separate the individual filter elements from the perforated tube. B.
A red warning button is found on the top of the filter. If the button is out, it shows the filter element is clogged, and the filter is bypassed. When this occurs, the filter must be disassembled and the element cleaned.
CAUTION: If during any inspection, the red warning button on top of the fuel filter is out, do not fly the airplane until the source of the fuel contamination is found and stopped. Disassemble the filter and clean the screen. Make sure that you do an inspection of the interior of the reservoir tank, the interior of the wing tanks, and the engine fuel system. Refer to the Pratt and Whitney Maintenance Manual for the engine fuel system maintenance and inspection procedures. 6.
Fuel Filter Disassembly/Assembly A.
Disassemble Fuel Filter (Refer to Figure 201). (1) Remove drain valve (79) and discard O-ring (78). (2) Cut safety wire and remove drain port (77). Discard O-ring (76). (3) Detach bowl (75) from body (70). Discard O-ring (72). (4) Loosen and remove lock nuts (74), detach filter element (73) from threaded rod (80).
B.
Assemble Fuel Filter (Refer to Figure 201). NOTE: (1) (2) (3) (4)
Before installing new O-rings (72), (76), and (78), lubricate with light general purpose grease. After installation, wipe off excess grease.
Attach filter element (73) to threaded rod (80), install and tighten lock nuts (74). Replace O-ring (72) bowl (75) and O-ring (76). Install, tighten and safety wire drain port (77). Replace O-ring (78) on drain valve (79). Install and tighten drain valve (79). Push warning button (71) down until it contacts magnetic lock (flush position).
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MODEL 208 MAINTENANCE MANUAL FUEL RESERVOIR - MAINTENANCE PRACTICES 1.
General A.
The fuel reservoir is located under the floor between stations 168.70 and 194.40 on the Model 208 airplanes, and between stations 188.70 and 214.40 on Model 208B airplanes. An auxiliary fuel pump, ejector pump and a low fuel level switch are located in the reservoir. The low fuel level switch actuates a red warning light located in the annunciator panel, labeled "RESERVOIR LOW". NOTE:
2.
Airborne fuel pump (2C6-8) may be used as an alternate for Dukes fuel pump (1613-00-1) (19). Airborne pump (2C6-8) does not require a pump seal drain line. If the airplane does not have a cargo pod, remove drain line (30A) and adapter (30B). If airplane has a cargo pod remove drain lines (26A), (58), elbow (28A), and adapter. In either case after removing adapter from reservoir, plug port from which adapter was removed.
Reservoir Components Removal/Installation A.
Remove Reservoir Components (Refer to Figure 201). (1) Remove access cover in fuselage below reservoir. (2) Defuel and purge fuel system. (3) Remove bolts (28) and lockwashers (29) from plate (27). Detach cover (27) and gasket (26) from reservoir (1). (4) Detach tube (9) from adapter (8) and check valve (10) and remove tube (9) from reservoir (1). (5) Remove nut (6) and O-ring (5), detach ejector pump (4) from reservoir (1). Discard O-ring (5). (6) Remove adapter (8) and O-ring (7) from ejector pump (4). Discard O-ring (7). (7) Remove nut (30), detach check valve (10) and O-ring (11) from reservoir (1). Discard O-ring (11).
(8) Loosen nut (13), remove adapter (14), nut (13), and O-ring (12) from reservoir (1). (9) Remove bolts (22) and lockwashers (21), detach auxiliary fuel pump (19) and gasket (20) from reservoir (1). Discard gasket (20) from reservoir (1). Discard gasket (20). (10) Remove nut (15), retainer (16), and O-rings (17) from float switch (18). Discard O-rings (17) and detach float switch (18) from reservoir (1). (11) Remove auxiliary pump seal drain line (30A) and adapter (30B) from reservoir (1). (12) Disconnect plug (32) from connector (31), detach pressure switch (36A) from manifold (36B.) (13) Disconnect tubes (45), (47), and (51) from manifold (36B). Remove manifold (36B) from reservoir (1).
(14) Remove check valve adapters (46), reducer (50), O-rings (52) and (53) from manifold (36B). Discard O-rings (52) and (53). (15) Loosen clamps (48), detach hose (49) from fuel line (47) and adapter (54). (16) Remove screws (39) and washers (40) and detach swing check valves (38) from reservoir (1). NOTE:
B.
If nutplate (37) is damaged, or fuel leaks are noted, it must be removed, replaced and resealed.
(17) Remove nut (23), detach drain valve (25) and O-ring (24) from plate (27). Discard O-ring (24) Install Reservoir Components (Refer to Figure 201). (1) Attach drain valve (25) and O-ring (24) to plate (27). Replace and tighten nut (23). (2) Attach swing check valves (38) to reservoir (1), replace washers (40) and screws (39). (3) Attach hose (49) to tube (47) and adapter (54). Install and tighten clamps (48). (4) Replace O-rings (52) and (53), check valve adapters (46), and reducer (50) on manifold (36B). (5) Connect tubes (45), (47), and (51) to manifold (36B). (6) Connect pressure switch (36A) to manifold (36B). Attach plug (32) to connector (31). (7) Replace adapter (30B) in reservoir (1). Attach auxiliary pump seal drain line (30A) to adapter (30B). (8) Attach float switch (18) and O-ring (17) to reservoir (1). Replace O-ring (17), retainer (16), and nut (15). Tighten nut (15). (9) Attach auxiliary fuel pump (19) and gasket (20) to reservoir (1). Replace lockwashers (21) and bolts (22). 28-22-00 ©Cessna Aircraft Company
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A22448
B
1
A
1.
FUEL RESERVOIR
26161013
Fuel Reservoir Components Installation Figure 201 (Sheet 1)
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A22449
13
1. FUEL RESERVOIR 2. 4. 5. 6. 7. 8. 9.
10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 30A. 30B. 30C. 30D.
RESERVOIR MOUNTING BRACKET EJECTOR PUMP O-RING NUT O-RING ADAPTER TUBE CHECK VALVE O-RING O-RING NUT ADAPTER NUT EXTERNAL STAR W, O-RING LOW FUEL LEVEL SWITCH AUXILIARY FUEL PU GASKET LOCKWASHER SCREW NUT O-RING DRAIN VALVE GASKET PLATE BOLT (NOTE 2) LOCKWASHER NUT AUXILIARY PUMP SEAL DRAIN LINE(NOTE 1) ADAPTER (NOTE 1) SWITCH WIRES CHECK VALVE
9
U DETAIL
1
A
NOTE 1: THESE PARTS ARE NOT USED WHEN THE ALTERNATE FUEL PUMP IS INSTALLED. NOTE 2: TORQUE 18 TO 20 INCH-POUNDS.
DETAIL C
30C A26163004 C26161012
Fuel Reservoir Components Installation Figure 201 (Sheet 2)
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A22450
_IR
30A. 30B. 31. 32. 33. 34. 35. 36. 36A. 36B.
AUXILIARY PUMP SEAL DRAIN LINE (NOTE 1) ADAPTER (NOTE1) CONNECTOR PLUG DIODE (NOTE 2) RELAY SCREW SUPPORT PRESSURE SWITCH MANIFOLD
34 31 33
NOTE 2: AIRPLANES 20800001 THRU 20800236 AND 208B0001 THRU 208B0388 EXCEPT AIRPLANES INCORPORATING CAB 95-18
DETAIL
32
D B2626X1016 D2616X1026
Fuel Reservoir Components Installation Figure 201 (Sheet 3)
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A22451
DETAIL E 39 40 38 44
1. 37. 38. 39. 40. 41. 42. 43.
RESERVOIR NUTPLATE SWING CHECK VALVE SCREW WASHER SEAL UPPER SHIELD HALF LOWER SHIELD HALF
An
44
DETAIL
F
TYPICAL
E26161015 F2616X1027
Fuel Reservoir Components Installation Figure 201 (Sheet 4)
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A22452
52
50
36.
O EJECTOR UMP
30B (NOTE 1) AUXILIARY EL PUMP DETAILG
30A. 30B. 36A. 36B. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54.
(NOTE1)
54
AUXILIARY PUMP SEAL DRAIN LINE (NOTE) ADAPTER (NOTE) PRESSURE SWITCH MANIFOLD FUEL LINE CHECK VALVE ADAPTER FUEL LINE CLAMP HOSE REDUCER TUBE O-RING O-RING ADAPTER
NOTE 1: THESE PARTS ARE NOT USED WHEN THE ALTERNATE FUEL PUMP IS INSTALLED.
G26161010
Fuel Reservoir Components Installation Figure 201 (Sheet 5)
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A22454
26A (NOTE
v-
26 27 58 28A
(NOTE 1)
o
55
58 (NOTE 1)
56 64 57 59 63
57 60
DETAIL H AIRPLANES 2080007 AND ON
26. 26A. 27. 28. 28A. 29. 55. 56.
GASKET UPPER AUXILIARY PUMP SEAL DRAIN LINE (NOTE 1) PLATE BOLT ELBOW LOCKWASHER O-RING CONTROL CABLE
57. 58. 59. 60. 61. 62. 63. 64.
DRAIN AUXILIARY PUMP SEAL DRAIN LINE (NOTE 1) FUEL DRAIN LINE COVER DRAIN LINE CONTROL KNOB SLEEVE SCREW SCREW FUEL DRAIN VALVE
NOTE 1: THESE PARTS ARE NOT USED WHEN THE ALTERNATE FUEL PUMP IS INSTALLED. H26162008
Fuel Reservoir Components Installation Figure 201 (Sheet 6)
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MODEL 208 MAINTENANCE MANUAL (10) Attach adapter (14), nut (13), and O-ring (12) to reservoir (1) and electric fuel pump (19). Tighten nut (13). (11) Attach O-ring (7) and adapter (8) to ejector pump (4). Tighten adapter (8). (12) Attach O- ring (11), check valve (10), and nut (30) to reservoir (1). Tighten nut (30). (13) Attach tube (9) to adapter (8) and check valve (10). Tighten tube nuts. (14) Attach gasket (26) and plate (27) to reservoir (1). Replace lockwashers (29) and bolts (28). Tighten bolts (28) in sequence to 18-20 inch-pounds. (15) Refuel system and check for fuel leaks. (16) Replace fuselage access cover below reservoir.
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MODEL 208 MAINTENANCE MANUAL FUEL SELECTOR CONTROLS - MAINTENANCE PRACTICES 1.
General A.
2.
Fuel flow from left and right fuel tanks is selected by the following components: fuel selector, two knobs, two control cables, two interconnects and requried attaching parts. Fuel selector panel is labeled: FUEL TANK SELECTORS; ON LEFT OFF and ON RIGHT OFF. Knobs and selector panel are located in the overhead console between pilot and co-pilot. The interconnects in each wing adjacent to fuel shutoff valves. They are attached to the shutoff valves and cables routed through the wings, above overhead console to knobs in the overhead console. Whenever a knob is placed in a position ON or OFF, or any intermediate setting, corresponding interconnect moves both shutoff valves simultaneously to that setting.
Fuel Selector Controls Removal/Installation A. Remove Fuel Selector Controls (Refer to Figure 201). (1) Remove access panel on bottom of wings adjacent to fuselage, and open zippers in headliner. (2) Remove safety wire (23), screws (19) and plates (18). Detach knobs (17). (3) Remove screws (16), detach controls cover (15) from bracket (20). (4) Remove cotter pin (14), washer (13), and pin (12). Detach control terminal (4) from lever (10). (5) Remove safety wire and remove roll pin (11) and detach lever (10) from shaft (9). (6) Remove screws (7), detach retainer (6), shaft (9), and washers (8) and (22) from bracket (20). (7) Remove safety wire (21) from brackets (3). Detach cable (1) from support (2). (8) Remove cotter pin (37), washer (36), and pin (35). Detach terminal (35) from interconnect link (40). (9) Remove cotter pins (34), washers (33), and pins (32). Detach interconnect (29) from handles (30). B. Install Fuel Selector Controls (Refer to Figure 201). NOTE:
Before installing fuel selector controls handles (30) on fuel shutoff valves (31) must be correctly indexed by moving both handles (30) forward until they firmly contact index screws (42).
(1) Attach interconnect (29) to handles (30). Replace pins (32), washers (33), and cotter pins (34). (2) Attach cable (1) to supports (2). Replace safety wire (21) on supports (2) and brackets (3). (3) Install shaft (9) and washer (8) on retainer (6). Position washer (22), shaft (9), washer (8), and retainer (6) on bracket (20). Replace screws (7). (4) Attach lever (10) to shaft (9). Align holes in shaft (9) and lever (10), replace roll pin (11) and safety wire. (5) Attach terminal (4) to lever (10). Replace pin (12). NOTE:
Do not replace washer (13) and cotter pin (14), since cable (1) may have to be shortened or lengthened during indexing.
(6) Attach controls cover (15) to bracket (20). Replace screws (16). (7) Attach knobs (17) to shafts (9). Replace plates (18), screws (19), and safety wire (23). NOTE:
Place knob (17) in the ON position before proceeding to the next step.
(8) Attach terminal (26) to aft interconnect link (40). NOTE:
Ensure that handles (30) are fully forward and knob (17) is located in ON position. It may be necessary to loosen nut (27) and turn terminal (26) in or out on fuel selector cable shaft to align holes in terminal (26) with hole in aft interconnect link (40). If more than two turns in either direction are required, remove pin (12), loosen nut (5) and turn terminals (4) and (26) equally.
(9) Replace pin (35), washer (36), and cotter pin (37) and tighten nut (27).
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MODEL 208 MAINTENANCE MANUAL
A22455
B
A
26161009
Fuel Selector Controls Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A22456
12
11
1
2 2
19 DETAIL A 1. 2.
3. 4.
5. 6. 9. 10. 11. 12. 13.
FUEL SELECTOR CABLE SUPPORT BRACKET TERMINAL NUT RETAINER SHAFT LEVER ROLL PIN PIN WASHER
14. 15. 16. 17. 18. 19.
20. 21.
22. 23.
COTTER PIN CONTROLS COVER SCREW KNOB PLATE SCREW BRACKET SAFETY WIRE WASHER SAFETY WIRE A26162007
Fuel Selector Controls Figure 201 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL
_
_
A,
33
30
C 31 39 36 28 43
25
29
DETAIL B
I
OSE
OP
)SE
31
30
30 44
4 FWD
2
31
II
DETAIL C -
1. FUEL SELECTOR CABLE 2. 3. 21. 25. 26. 27. 28. 29. 30. 31. 32.
SUPPORT BRACKET SAFETY WIRE SCREW TERMINAL NUT INTERCONNECT SUPPORT INTERCONNECT HANDLE FUEL SHUTOFF VALVE PIN
33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44.
I
,a. *
WASHER COTTER PIN PIN WASHER COTTER PIN BOLT NUT AFT INTERCONNECT LINK FORWARD INTERCONNECT LINK INDEX SCREW FUEL BULKHEAD INDEX SCREW
826162003A C26161019
Fuel Selector Controls Figure 201 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL (10) IF NECESSARY - Replace pin (12), washer (13), and cotter pin (14), tighten nut (5). (11) Functional check system by placing handle (17) in ON and OFF positions and verifying that handles (30) contact corresponding stops (42) and (44). (12) Replace access panels on bottom of wings adjacent to fuselage. Close zippers in headliner.
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MODEL 208 MAINTENANCE MANUAL INDICATING - DESCRIPTION AND OPERATION 1.
General A.
2.
This section covers system components utilized to indicate fuel quantity.
Description and Operation A.
Each fuel tank is equipped with four float-operated, variable-resistance fuel quantity transmitters in the following locations; (1) at the inboard end of fuel tank, (2) at the outboard end of fuel tank, (3) at the center inboard end of fuel tank, (4) at the center outboard end of fuel tank. A low fuel level switch is located adjacent to the inboard fuel quantity transmitter. Fuel quantity indicators (one for each fuel tank) are located on the upper right side of the instrument panel. The fuel quantity transmitters are connected to the electrically operated fuel quantity indicators in series. Because of dihedral angle of the wing, as fuel level drops resistance of outboard fuel quantity transmitter(s) decreases first from maximum causing a corresponding decrease in fuel gage indications.
28-40-00 © Cessna Aircraft Company
Page 1
Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL FUEL QUANTITY INDICATING SYSTEMS - MAINTENANCE PRACTICES 1.
General A.
Fuel quantity indicating systems maintenance practices consist of component removal/installation.
CAUTION: When performing resistance tests of the fuel quantity wiring or fuel probe transmitters, use a digital ohmmeter only. Some older analog ohmmeters may introduce high current, which will destroy fuel probe transmitters. 2.
Fuel Quantity Indicator Removal/Installation A.
B.
3.
4.
Remove Fuel Quantity Indicator (Refer to Figure 201). (1) Remove screws (5) from instrument panel (3). Detach fuel quantity indicators (1) or (2) from instrument panel. (2) Disconnect fuel quantity indicators (1) or (2) from electrical connectors (6). Install Fuel Quantity Indicator (Refer to Figure 201). (1) Attach fuel quantity indicators (1) or (2) to electrical connectors (6). (2) Attach fuel quantity indicators (1) or (2) to instrument panel. (3) Replace screws (5) in instrument panel (3).
Low Fuel Level Switch Removal/Installation. A.
Remove Low Fuel Level Switch (Refer to Figure 201). (1) Defuel and purge fuel system. (2) Clean access cover sealant from mating surfaces of fuel bulkhead (7), connector (10), jamnut (11), and cover (14). (3) Remove screws (15) and detach cover (14) from fuel bulkhead (7). (4) Loosen jamnut (11) and connector (10) and remove low fuel level switch (9) at bracket (17).
B.
Install Low Fuel Level Switch (Refer to Figure 201 ). (1) Attach low fuel level switch (9) to bracket (17) and replace jamnut (11) and connector (10). (2) Attach cover (14) to fuel bulkhead (7) and replace screws (15). (3) Apply access cover sealant to jamnut (11) connector (10) sides, and bottom surfaces of cover (14). (4) Refuel system.
Reservoir Low Fuel Level Switch Removal/Installation A.
Remove Reservoir Low Fuel Level Switch (Refer to Fuel Reservoir - Maintenance Practices, Figure 201). (1) Remove safety wire and turn both fuel selector valves to the position. (2) Remove drain valve (25) and O-ring (24). Discard O-ring. Drain fuel in suitable containers. (3) Remove bolts (28) and lockwashers (29). Detach plate (27) and gasket (26) from fuel reservoir (1). Discard gasket (26). (4) Disconnect switch wires (30C) from connector, and remove nut (15) and washer (16). Separate nut and washer from wires (30C). (5) Remove switch (18), O-ring (17) and switch wires through port in bottom of fuel reservoir (1). Discard 0-ring.
B.
Install Reservoir Low Fuel Level Switch (Refer to Fuel Reservoir - Maintenance Practices, Figure 201). (1) Replace switch wires (30C), 0-ring (17) and switch (18) in fuel reservoir (1). (2) Replace new O-ring (17), washer (16) and nut (15) on switch wires (30C). Attach switch wires (30C) to connector. Replace washer (16) and nut (15) on threaded stem of switch (18). Tighten nut (15). (3) Replace new gasket (26) on fuel reservoir (1). Attach plate (27) to gasket (26) and fuel reservoir (1).
(4) Install lockwashers (29) and bolts (28). Tighten bolts in a cross sequence pattern.
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MODEL 208 MAINTENANCE MANUAL
A22460
1. CENTER INBOARD FUEL LEVEL TRANSMITTER 2. CENTER OUTBOARD FUEL LEVEL TRANSMITTER 3. OUTBOARD FUEL LEVEL TRANSMITTER
26263002
Fuel Quantity Indicating System Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A22461
6
3 5
1 2
1. 2.
3. 4. 5.
6. 7. 8. 9.
10. 11. 12. 13. 14. 15. 16. 17.
LEFT FUEL QUANT RIGHT FUEL QUAN INSTRUMENT PANEL CLAMP SCREW ELECTRICAL CONNECTOR FUEL BULKHEAD FUEL LEVEL TRANSMITTER LOW FUEL LEVEL SWITCH CONNECTOR JAMNUT BRACKET LOW FUEL LEVEL SWITCH WIRES COVER SCREW ACCESS COVER SEALANT BRACKET
DETAIL
A
10
7
8 14
DETAIL
B A26161016 B26262002
Fuel Quantity Indicating System Figure 201 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL (5) Replace new O-ring (24) and drain valve (25). Tighten drain valve. (6) Turn both fuel selector valves on and safety wire. Check system for leaks. 5.
Wing and Reservoir Low Fuel Level Switches Test A.
Test Wing and Reservoir Low Fuel Level Switches. (1) Place airplane in flight attitude (wings level, nose up 1 degree 30 minutes - refer to Chapter 8, Leveling and Weighing. (2) Defuel system. (3) Turn both fuel selector valves off. (4) Check that LEFT FUEL LOW, RIGHT FUEL LOW AND RESERVOIR low annunciator panel lights are on. (If any of the lights are not on, run continuity check of the circuit and replace bulbs if required.) (5) Partially fill each fuel bay with 20 gallons of measured fuel, continue to add fuel, if necessary until each bay contains 30 gallons of fuel. NOTE:
If LEFT and RIGHT annunciator lights do not shut off between the 20 and 30 gallon levels, drain fuel, purge system and replace either or both switches. After replacing defective switch(es), repeat steps (1) thru (5).
(6) Tum both fuel selector valves ON until RESERVOIR low light turns off, then turn both fuel selector valves OFF. (7) Slowly drain fuel from reservoir until light turns ON. (8) Drain remaining fuel from reservoir, and measure quantity, should check from 1.95 to 2.15 gallons. NOTE:
If quantity of measured fuel exceeds 2.25 gallons, or is less than 1.75 gallons; remove and replace the reservoir fuel low level switch. Repeat step (8) to verify continuity and accuracy of replacement.
(9) Remove jacks (if utilized) and refuel airplane. (10) Check fuel system for leaks and replace any covers or panels removed during testing procedures. 6.
Fuel Quantity Indication System Calibration A.
Calibrate Fuel Quantity Indication System (Refer to Figure 202). NOTE:
Always use a screwdriver with an insulated shank when calibrating the fuel system, also, use a quality ohmmeter while conducting continuity checks of fuel system.
(1) Remove fuel system access covers from bottom of wings. (2) Place airplane in level flight attitude (wings level, 1 degree 30 minutes nose up waterline, refer to Chapter 8, Leveling and Weighing). (3) Place fuel shutoff valves in OFF position. (4) Drain fuel tanks completely. (5) Place 2.5 gallons of fuel in each fuel tank and turn electrical power on. (6) Adjust null trimpot on each gage carefully so that needle is completely within red zone. (7) After adjusting null trimpot as noted in step (6), turn electrical power off, locate and disconnect electrical wire from center post of inboard fuel transmitter on one wing. (8) Insert a 230-ohm dummy load between this wire and airplane ground, turn electrical power on. (9) Carefully adjust gain trimpot on fuel gage to center the needle on 1100 pound mark for wing being checked, turn electrical power off, remove dummy load and connect electrical wire to center post of inboard fuel level transmitter. (10) Disconnect electrical wire from center post of opposite inboard fuel level transmitter and repeat steps (8) and (9). (11) Readjust null and gain trimpots if required until both fuel gage settings are satisfactory. (12) Fill both tanks to full capacity.
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MODEL 208 MAINTENANCE MANUAL
A22462
1
C668050-1103 EMPTY
0.93 INCH
C668050-1104 C668050-1105 C668050-1106 C668050-1107 C668050-1108
1
5
EMPTY
t
1.00 INCH
NOTE:
EMPTY IS DEFINED AS TRANSMITTER INSTALLED IN THE TANK WITH ALL THE FUEL DRAINED. INCH ABOVE EMPTY IS DEFINED AS TRANSMITTER REMOVED FROM THE TANK, ATTACH PLATE VERTICAL, CENTER OF FLOAT RAISED FROM EMPTY POSITION. FULL IS DEFINED AS TRANSMITTER INSTALLED IN THE TANK WITH TANK FULL OF FUEL.
26561009
Fuel Transmitter Resistance Check Figure 202 (Sheet 1)
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL (13) Measure the resistance between the center post and ground on the wing being checked. The resistance should be between 224-ohms and 242-ohms. (14) If the resistance is above or below 224-ohms and 242-ohms, check connections at each transmitter and the ground at the outboard transmitter for corrosion and security. (15) If the connections between each transmitter and ground are good, a resistance check of each transmitter will be required. (16) Remove both wires from each transmitter. (17) Use Table 201 for transmitter resistance check. (18) If a faulty transmitter is found drain fuel in accordance with 28-01, A. (19) Replace transmitter and perform the calibration procedure starting with step (1). (20) Perform steps (13) thru (15) on opposite wing. (21) After calibration procedure is complete, check that all transmitter connections are secure and install access covers.
I
Table 201.
Resistance Values at Various Float Levels.
PART NUMBER
EMPTY
IN. ABOVE EMPTY
FULL TANK
C668050-1103
0 ohms to 1 ohm
.93 inch / 2 to 6 ohms
41 ohms to 45 ohms
C668050-1104
0 ohms to 1 ohm
1.00 inch / 2 to 6 ohms
23 ohms to 27 ohms
C668050-1105
0 ohms to 1 ohm
1.00 inch / 3 to 7 ohms
43 ohms to 47 ohms
C668050-1106
0 ohms to 1 ohm
1.00 inch / 11 to 15 ohms
117 ohms to 123 ohms
C668050-1107
0 ohms to 1 ohm
1.00 inch / 3 to 7 ohms
43 ohms to 47 ohms
C668050-1108
0 ohms to 0.5 ohm
1.00 inch/ 11 to 15 ohms
117 ohms to 123 ohms
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL FUEL SELECTORS OFF WARNING SYSTEM - MAINTENANCE PRACTICES 1.
General A.
2.
Description and Operation A.
3.
4.
The fuel selectors off warning system consists of two horns installed on the overhead console; three relays, one installed on the circuit breaker panel and two on the avionics panel behind the circuit breaker panel; four switches, two on each side installed adjacent to each other at the aft wing root shutoff valve of each wing; a circuit breaker on the circuit breaker panel; and an annunciator light on the annunciator panel.
The aural warning system is powered through the start circuit breaker with a circuit breaker installed in series to protect the integrity of the start system. The switches are actuated by a cam motion which gives a positive valve position indication. One switch on each side provides a ground signal to a relay when the shutoff valve is in the open position. When the switches are not providing a ground signal for the relays, they provide a ground signal during start for the FUEL SELECT OFF light and horn. The FUEL SELECT OFF light is powered by the annunciator circuit breaker. The other two switches provide a ground signal for the second horn when either shutoff valve is closed. Power is supplied to the second horn directly off the start circuit breaker via the start switch. When the start switch is engaged, a start command signal (24 VDC) is applied simultaneously to the Generator Control Unit, the second horn, and a relay. A current limiting resistor and diode are installed in series with the horn to protect the start system. The horn sounds as long as the start switch is engaged if either shutoff valve is closed. A relay is also actuated during starter engagement. The relay switch contacts provide a method of sounding the first horn and illuminating the red FUEL SELECT OFF light if either isolation valve is closed. Also the low fuel annunciator will illuminate if the tank selected is at or below 25 gallons
Warning Horns Removal/Installation A.
Remove Warning Horns (Refer to Figure 201). (1) Remove screws (16) and remove cover (15) and trim panel (14). (2) Remove screws (13) securing hinged mounting plate (12). (3) Disconnect housing plug (4) from housing cap (5). (4) Unscrew nut ring (7) and remove horn (6). (5) Open zipper in headliner. (6) Disconnect housing plug (11) from housing cap (10). (7) Unscrew nut ring (8) and remove horn (9).
B.
Install Warning Horns (Refer to Figure 201). (1) Position horn (9) through bracket and install nut ring (8). (2) Connect housing plug (11) to housing cap (10). (3) Close zipper in headliner. (4) Position horn (6) through hinged mounting plate (12) and install nut ring (7). (5) Connect housing plug (4) to housing cap (5). (6) Secure hinged mounting plate (12) using screw (13). (7) Install trim plate (14) and cover (15) using screws (16). (8) Check horns for operation.
Relay Assembly Removal/Installation A.
Remove Relay Assembly (Refer to Figure 201). (1) Remove left sidewall circuit breaker panel by removing screws securing panel to side of airplane. (2) Disconnect electrical receptacle (21). (3) Remove nuts, washers, and screws securing relay assembly (22) to panel (23).
B.
Install Relay Assembly (Refer to Figure 201). (1) Install relay assembly (22) on panel (23) using screws, washers, and nuts. (2) Connect electrical receptacle (21). (3) Install circuit breaker panel to side of airplane.
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MODEL 208 MAINTENANCE MANUAL
A22463
E
B 1 [
\EMiGENCY I | GENERATOR O|iaLiPRESS 4OR: fLOW PWR LER
rNGME FiRiE
|
|
2
VOLTAGE
VACUUM
LOW
LOW
RESERVO
iAUX FUEL PUMP ON
LT FUEL|
FUELLOW B B|ATTERY
DOOR
OVERHEAT
WARMNG
STBYELECT
RIGHTFUEL
|
AUP | A/P
OFF
HOT
|
PWRO
LOW B ATTERY
I
STARTER ENERGIED
FUELPRESS LOW
f STBYELCT
( WINSLO
[
PWRINOP
B.C.
|
3
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J PRESSURE
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DETAIL A MODEL 208, 208 CARGOMASTER AND 208B PASSENGER
2
1 E
[
OPRESS( | GENERATOR EERGENCY PWRLEVER Of LOW ]
LOW
1
[ ~DI- 1[ DOOR
WARNING
RESERVOR
VACUUM1|
VOLTAGE
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|
FUEL LOW
RIGHT FUEL
LEFTFUEL
LOW
LOW
FEL PRESS LOW | STBYELECT
||
1[L "p~'I J[ ~JI 'J J ||BATTERY
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DETAIL A MODEL 208, 20B AND 208B SUPER CARGOMASTER 1.
2. 3.
LEFT FUEL LOW ANNUNCIATOR RIGHT FUEL LOW ANNUNCIATOR FUEL SELECTOR OFF ANNUNCIATOR
26161005 A2616X1032 A2616X1033
Fuel Selector Off Warning System Figure 201 (Sheet 1)
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A22464
4
11
DETAIL B
4.
5. 6. 7. 8. 9. 10.
HOUSING PLUG HOUSING CAP HORN NUT RING NUT RING HORN HOUSING CAP
11. 12. 13. 14. 15. 16.
HOUSING PLUG HINGED MOUNTING PLATE SCREW TRIM PANEL COVER SCREW
B2616X1035
Fuel Selector Off Warning System Figure 201 (Sheet 2)
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Page 203 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22453
17
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17. 18. 19. 20.
CIRCUIT BREAKER RELAY CIRCUIT BREAKER (FUEL SELECTOR OFF WARNING) GUARD
C2816X1034
Fuel Selector Off Warning System Figure 201 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL
A22458
22
DETAIL 21. 22. 23.
D
RECEPTACLE RELAY ASSEMBLY PANEL D26162002
Fuel Selector Off Warning System Figure 201 (Sheet 4)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22459
30
24. 25. 26. 27.
VALVE HANDLE ACTUATOR SCREW
28. 29. 30.
SWITCH BRACKET NUT E26162004
Fuel Selector Off Warning System Figure 201 (Sheet 5)
28-42-00 © Cessna Aircraft Company
Page 206 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
5.
Fuel Off Warning Switches Removal/Installation A.
B.
6.
Fuel Warning Switches Adjustment A.
7.
Remove Fuel Off Warning Switches (Refer to Figure 201). (1) Open right cowl and disconnect airplane battery. (2) Remove lower wing access covers to gain access to that segment of system located between fuel tanks and fuselage. (3) Remove electrical leads from switches; tag for identification for reinstallation. (4) Remove nuts (30), screws (27), and remove switches (28) and actuators (26) from bracket (29). Install Fuel Off Warning Switches (Refer to Figure 201). (1) Install switches (28) and actuators (26) on bracket (29) using screws (27) and nuts (30). (2) Connect electrical leads to switches (28), then remove tags installed for identification. (3) Connect airplane battery and check switch operation. (4) Install lower Wing access covers.
Adjust Fuel Warning Switches (Refer to Figure 201). (1) Slotted holes are provided in bracket (29) for switch adjustment. Adjust switches and when fuel selector is moved from ON to OFF position and handle (25) moves 0.50 inch the horn will sound.
Fuel Selector Off Warning System Check A.
B.
C.
Annunciator Test. (1) DAY-NIGHT switch in NIGHT position. (2) ENG. INST. lighting rheostat full dim. (3) Both fuel tank selectors ON. (4) Turn BATTERY switch ON and verify FUEL SELECT OFF annunciator is extinguished and there are no warning horns sounding. (5) Press ANNUN PANEL LAMP TEST switch and verify that FUEL SELECT OFF annunciator is illuminated (full bright) and two warning horns are sounding. Circuit Test (In-Flight Mode). (1) Both fuel tank selectors OFF. (2) Turn BATTERY switch ON and verify that FUEL SELECT OFF annunciator is illuminated (full bright) and one warning horn is sounding. (3) With fuel quantity less than 20 gallons per tank (LOW FUEL annunciator ON), turn left fuel tank selector ON and verify that annunciator is still illuminated and one warning horn is still sounding. (4) Turn the left fuel tank selector OFF and right fuel tank selector ON and verify that annunciator is still illuminated and one warning horn is still sounding. (5) Add fuel to left and right fuel tanks to extinguish the LEFT and RIGHT FUEL LOW annunciators. (6) With right fuel tank selector ON and left selector OFF, verify that annunciator is extinguished and neither warning horn is sounding. (7) Repeat step (6) with left fuel tank selector ON and right selector OFF. Circuit Test (Start Mode). (1) Both fuel tank selectors ON. (2) Move START switch to MOTOR and verify that FUEL SELECT OFF annunciator is extinguished and neither warning horn is sounding. (3) Turn left fuel tank selector OFF. (4) Move START switch to MOTOR and verify that FUEL SELECT OFF annunciator is illuminated and both warning horns are sounding. (5) Turn the left fuel tank selector ON and the right fuel tank selector OFF. (6) Repeat step (4). (7) Turn both fuel tank selectors OFF. (8) Repeat step (4). (9) Pull START CONT circuit breaker. (10) Turn both fuel tank selectors ON and verify that FUEL SELECT OFF annunciator is illuminated.
28-42-00 © Cessna Aircraft Company
Page 207 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (11) Reset START CONT circuit breaker. NOTE:
If the FUEL SELECT WARNING circuit breaker has popped or the START CONT circuit breaker has been pulled (possibly for ground maintenance), the FUEL SELECT OFF annunciator will be illuminated even with both fuel tank selectors ON. This is an indication that the fuel selector warning system has been deactivated.
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Page 208 Aug 1/1995
CHAPTER
ICE AND RAIN PROTECTION
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES CHAPTER-SECTION-SUBJECT
PAGE
DATE
30-00-00
Pages 1-4
Apr 1/2010
30-10-00
Pages 1-3
Apr 1/2010
30-10-00
Pages 101-104
Mar 1/1999
30-10-00
Pages 201-218
Dec 1/2006
30-11-00
Pages 1-11
Apr 1/2010
30-11-01
Pages 101-141
Apr 1/2010
30-11-10
Pages 201-234
Jul 1/2010
30-11-10
Pages 501-508
Apr 1/2010
30-11-11
Pages 1-8
Apr 1/2010
30-11-11
Pages 201-244
Jul 1/2010
30-11-11
Pages 501-508
Apr 1/2010
30-11-20
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Apr 1/2010
30-11-20
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Apr 1/2010
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Apr 1/2010
30-30-00
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Aug 1/1995
30-31-00
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Aug 1/1995
30-40-00
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Aug 1/1995
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Aug 1/1995
30-40-00
Pages 201-210
Jan 2/2006
30-41-00
Pages 201-204
Apr 1/2010
30-60-00
Page 1
Aug 1/1995
30-60-00
Pages 101-104
Sep 2/1997
30-60-00
Pages 201-218
Mar 1/2000
30-61-00
Pages 201-208
Mar 1/2008
30-80-00
Pages 201-202
Jan 2/2006
30-90-00
Page 1
Apr 1/2010
30-Title 30-List of Effective Pages 30-Record of Temporary Revisions 30-Table of Contents
30 - LIST OF EFFECTIVE PAGES © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY MAINTENANCE MANUAL
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By
Date Removed
By
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CONTENTS ICE AND RAIN PROTECTION - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment, and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-00-00 Page 1 30-00-00 Page 1 30-00-00 Page 1 30-00-00 Page 4
PNEUMATIC SURFACE DEICE - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-10-00 Page 1 30-10-00 Page 1 30-10-00 Page 1
PNEUMATIC SURFACE DEICE - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-10-00 Page 101 30-10-00 Page 101
PNEUMATIC SURFACE DEICE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation for Installation of Deice Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation and Application of Fuel Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation and Application of Bonding Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pneumatic Deice Boots Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pneumatic Deice Flow Control Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . Pneumatic Deice Pressure Switches Removal/Installation . . . . . . . . . . . . . . . . . . . . . . Pneumatic Deice Timer Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bleed Air System Pressure Regulator Removal/Installation . . . . . . . . . . . . . . . . . . . . . Bleed Air System Pressure Regulator Discharge Pressure Check . . . . . . . . . . . . . . . Pneumatic Deice System Adjustment/Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approved Repairs (Cold Patch). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pneumatic Deice Boot Winterization Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pneumatic Flow Control Valves Disassembly/Cleaning/Assembly Procedure . . . . .
30-10-00 Page 201 30-10-00 Page 201 30-10-00 Page 201 30-10-00 Page 201 30-10-00 Page 202 30-10-00 Page 202 30-10-00 Page 203 30-10-00 Page 208 30-10-00 Page 209 30-10-00 Page 209 30-10-00 Page 209 30-10-00 Page 213 30-10-00 Page 213 30-10-00 Page 214 30-10-00 Page 215 30-10-00 Page 215 30-10-00 Page 217
TKS ANTI-ICE SYSTEM - DESCRIPTION AND OPERATION Cargo Pod Installation. . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-00 Page 1 30-11-00 Page 1 30-11-00 Page 1 30-11-00 Page 8
G1000 AVIONICS AND TKS ANTI-ICE SYSTEM - TROUBLESHOOTING. . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting Preliminary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-01 Page 101 30-11-01 Page 101 30-11-01 Page 101 30-11-01 Page 101 30-11-01 Page 102
30 - CONTENTS © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE FLUID TANK COMPONENTS - MAINTENANCE PRACTICES Pod Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Anti-Ice Fluid Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Anti-Ice Fluid Tank Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter Pack Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Metering Pump Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Windshield Pump Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid Level Sender Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Level Switch Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High Pressure Switch Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Timer Box and/or Wire Bundle Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Solenoid Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sight Glass Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drain Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid Filler Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Fluid Contamination (Fuel) Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Fluid Contamination (Water) Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Fluid Contamination (Solids) Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-10 Page 201 30-11-10 Page 201 30-11-10 Page 201 30-11-10 Page 202 30-11-10 Page 208 30-11-10 Page 211 30-11-10 Page 213 30-11-10 Page 215 30-11-10 Page 216 30-11-10 Page 218 30-11-10 Page 220 30-11-10 Page 221 30-11-10 Page 222 30-11-10 Page 224 30-11-10 Page 226 30-11-10 Page 227 30-11-10 Page 228 30-11-10 Page 230 30-11-10 Page 233 30-11-10 Page 234
TKS ANTI-ICE FLUID TANK COMPONENTS - ADJUSTMENT/TEST Pod Installation . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Anti-Ice Fluid Tank Component Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Anti-Ice Level Sender Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-10 Page 501 30-11-10 Page 501 30-11-10 Page 501 30-11-10 Page 502 30-11-10 Page 506
TKS ANTI-ICE SYSTEM - DESCRIPTION AND OPERATION FAIRING INSTALLATION General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-11 Page 1 30-11-11 Page 1 30-11-11 Page 1 30-11-11 Page 7
TKS ANTI-ICE SYSTEM - MAINTENANCE PRACTICES FAIRING INSTALLATION . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Fairing Assembly Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Fluid Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter Assembly Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Accessory Bracket Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Fluid Tank Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Metering Pump Assembly Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Windshield Pump Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid Level Sender Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Level Switch Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Switch Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Timer Box Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Solenoid Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sight Glass Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drain Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid Filler Tube Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid Filler Port Assembly Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vent Tube Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pump Strainer Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Fluid Contamination (Fuel) Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Fluid Contamination (Water) Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Fluid Contamination (Solids) Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-11 Page 201 30-11-11 Page 201 30-11-11 Page 201 30-11-11 Page 201 30-11-11 Page 204 30-11-11 Page 211 30-11-11 Page 213 30-11-11 Page 215 30-11-11 Page 217 30-11-11 Page 219 30-11-11 Page 220 30-11-11 Page 222 30-11-11 Page 224 30-11-11 Page 225 30-11-11 Page 226 30-11-11 Page 228 30-11-11 Page 230 30-11-11 Page 231 30-11-11 Page 232 30-11-11 Page 237 30-11-11 Page 238 30-11-11 Page 239 30-11-11 Page 240 30-11-11 Page 243 30-11-11 Page 244
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE SYSTEM - ADJUSTMENT/TEST FAIRING INSTALLATION . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Anti-Ice System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Level Sender Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-11 Page 501 30-11-11 Page 501 30-11-11 Page 501 30-11-11 Page 502 30-11-11 Page 506
TKS ANTI-ICE LEADING EDGE POROUS PANEL - MAINTENANCE PRACTICES . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Porous Panel Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Porous Panel Sealant Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-20 Page 201 30-11-20 Page 201 30-11-20 Page 201 30-11-20 Page 201 30-11-20 Page 209
TKS ANTI-ICE LEADING EDGE POROUS PANEL - ADJUSTMENT/TEST . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Porous Panel Purge and Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-20 Page 501 30-11-20 Page 501 30-11-20 Page 501 30-11-20 Page 502
TKS ANTI-ICE FLUID DISTRIBUTION SYSTEM - MAINTENANCE PRACTICES . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Propeller Proportioning Unit Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Wing Proportioning Unit Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Stabilizer Proportioning Unit and Low Pressure Switch (Tail Bracket Assembly) Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nylon Tubing Repair/Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-11-30 Page 201 30-11-30 Page 201 30-11-30 Page 201 30-11-30 Page 202 30-11-30 Page 209
PITOT AND STATIC HEATERS - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-30-00 Page 1 30-30-00 Page 1
STALL WARNING HEATER - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-31-00 Page 1 30-31-00 Page 1
WINDSHIELD ANTI-ICE - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-40-00 Page 1 30-40-00 Page 1 30-40-00 Page 1
WINDSHIELD ANTI-ICE - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-40-00 Page 101 30-40-00 Page 101
WINDSHIELD ANTI-ICE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Windshield Anti-Ice Panel and Attach Bracket Removal/Installation . . . . . . . . . . . . . . Windshield Anti-Ice Electrical Receptacle Cover Removal/Installation . . . . . . . . . . . . Windshield Anti-Ice Controller Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Windshield Anti-Ice Relay Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approved Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-40-00 Page 201 30-40-00 Page 201 30-40-00 Page 201 30-40-00 Page 207 30-40-00 Page 207 30-40-00 Page 208 30-40-00 Page 208
TKS ANTI-ICE WINDSHIELD SPRAY BAR - MAINTENANCE PRACTICES . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TKS Anti-Ice Windshield Spray Bar Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . .
30-41-00 Page 201 30-41-00 Page 201 30-41-00 Page 201 30-41-00 Page 201
PROPELLER ANTI-ICE - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-60-00 Page 1 30-60-00 Page 1 30-60-00 Page 1
PROPELLER ANTI-ICE - TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-60-00 Page 101 30-60-00 Page 101
30-11-30 Page 211 30-11-30 Page 213
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL PROPELLER ANTI-ICE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller Anti-Ice Boots (Hartzell) Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . Propeller Anti-Ice Boots (McCauley) Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . Slip Ring Assembly (Hartzell) Removal/Rework/Installation . . . . . . . . . . . . . . . . . . . . . Slip Ring Alignment Check (Hartzell). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Slip Ring Run-Out Test (McCauley) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brush Length Inspection (Hartzell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brush Length Inspection (McCauley). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brush Block Removal/Installation (Hartzell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brush Block Removal/Installation (McCauley). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brush Block Assembly to Slip Ring Alignment (Hartzell) . . . . . . . . . . . . . . . . . . . . . . . . Brush Block Assembly to Slip Ring Alignment (McCauley) . . . . . . . . . . . . . . . . . . . . . . Brush Block/Slip Ring Cleaning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller Anti-Ice Timer Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller Anti-Ice Ammeter Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-60-00 Page 201 30-60-00 Page 201 30-60-00 Page 201 30-60-00 Page 207 30-60-00 Page 209 30-60-00 Page 209 30-60-00 Page 212 30-60-00 Page 212 30-60-00 Page 213 30-60-00 Page 213 30-60-00 Page 213 30-60-00 Page 216 30-60-00 Page 216 30-60-00 Page 216 30-60-00 Page 216 30-60-00 Page 217
TKS ANTI-ICE PROPELLER (McCauley) - MAINTENANCE PRACTICES . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller TKS Anti-Ice Feed Shoes Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . Slinger Ring and Feed Nozzle Alignment Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Feed Tube to Propeller Blade Alignment Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-61-00 Page 201 30-61-00 Page 201 30-61-00 Page 201 30-61-00 Page 205 30-61-00 Page 206
WINDSHIELD ICE INDICATOR LIGHT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Windshield Ice Indicator Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30-80-00 Page 201 30-80-00 Page 201 30-80-00 Page 201 30-80-00 Page 201
FLIGHT INTO KNOWN ICING CONDITIONS EQUIPMENT - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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30 - CONTENTS © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL ICE AND RAIN PROTECTION - GENERAL 1.
Scope A.
2.
This chapter provides information on systems that detect, remove, or prevent ice formation on critical surfaces.
Tools, Equipment, and Materials NOTE:
Equivalent substitutes may be used for the following items:
NAME
NUMBER
MANUFACTURER
USE
Adhesive
Scotch Grip EC-1300L Cement
3M 3M Center St. Paul, MN 55101-0000
To bond deice boot to wing
Adhesive
EC-776 Fuel Resistant
3M
To provide barrier coat in fuel bay
Commercially Available
To clean deice boot and mating surface
Methyl-n-Propyl Ketone Cleaning Solvent
A-A-59281
Commercially Available
To clean metal surface of deice boots
Cleaning Solvent
Technical Toluol FSN A-A-59107
Commercially Available
To remove deice boots.
Isopropyl Alcohol
TT-1-735
Commercially Available
To clean outer surface of deice boots and components of pneumatic flow control valve when disassembled
Silicone Fluid
Dow Corning 200, 100cs
Dow Corning Corp. P. O. Box 997 3901 S. Saginaw Rd. Midland, MI 48686
To lubricate components of pneumatic flow valve when disconnected
ScotchBrite
7440, Heavy Duty
3M
To remove paint/finish for deice boot or TKS panel installation
ScotchBrite
7445, Very Fine
3M
To remove paint/finish for deice boot installation, or polish TKS porous panel
ScotchBrite
7448, Ultra Fine
3M
To remove paint/finish for deice boot installation, or polish TKS porous panel
Norgren 5400 S. Delaware St. Littleton, CO 81120
To winterize pneumatic deice system
Filter/Regulator/ Lubricator Assembly Paint and Lacquer Remover
TT-R-248
Commercially Available
To remove paint prior to installing deice boot
Wash Primer
WMS 30-1
Commercially Available
To remove paint prior to installing deice boot
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
NAME
NUMBER
MANUFACTURER
USE
Coating
78-U-1003 Black Enamel with U-1001 Catalyst
Sterling Lacquer 3150 Brannon Ave. St. Louis, MO 63139
To dress edge of deice boot
Coating
ShineMaster Prep
BF Goodrich 1555 Corporate Woods Pky. P. O. Box 1277 Union Town, OH 44685
To prepare deice boot surface
Coating
ShineMaster
BFGoodrich
To coat deice boots
Jet Glo Enamel Polyurethane
571-510
Sherwin-Williams 630 E. 13th Andover, KS 67002
To dress edge of deice boot (alternate)
Acry Glo Enamel Polyurethane
571-010
Sherwin-Williams
To dress edge of deice boot (alternate).
Rubber Roller
2 inch wide, 2 inch diameter, Rubber
Everhard Products, Inc. 1016 9th St. SW Canton, OH 44707
To install deice boots
Roller
0.25 inch wide, 2 inch diameter, Metal Sticher
Everhard Products, Inc.
To install deice boots
Masking Tape
One Inch
Commercially Available
To mask off boot area
Commercially Available
To mark centerline of wing and boot
Carpenter’s Chalk Line Universal Repair Kit
74-451-AA
Cessna Aircraft Company Cessna Parts Distribution Department 701, CPD 2 5800 East Pawnee Road Wichita, KS 67218-5590
To repair deice boots
Pin Hole Repair Kit
74-451-AE
Cessna Aircraft Company
To repair deice boots
Multimeter
Model 260 or equivalent
Simpson Electric Co. 853 Dundee Ave. Elgin, IL 60120
To check voltage and continuity in electrical circuits
Measuring Tape
Commercially Available
Sharp Knives
Commercially Available
Cleaning cloths (Lint-free)
Commercially Available
Cleaning
Cleaning cloths (Lint-free)
Commercially Available
Cleaning
Rymple cloth
301 purified
International Paper Veratec Division 100 Elm Street Walpole, MA 02081
Cleaning
Adhesive
EA9309
Dexter Corp. Hysol Division 2850 Willow Pass Road Pittsburg, CA 94565
To bond pneumatic flow control valve pushrod
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
NAME
NUMBER
MANUFACTURER
USE
Clenching Tool (3/16 Inch)
T300-112A
A S and T Aerospace Systems & Technologies Inc. 2734 Arnold Court Salina, KS 67401
To repair and replace TKS tubing
Clenching Tool (5/16 Inch)
T300-120A
A S and T Aerospace Systems & Technologies Inc.
To repair and replace TKS tubing
Clenching Tool (1/2 Inch)
T300-144A
A S and T Aerospace Systems & Technologies Inc.
To repair and replace TKS tubing
TKS System Test Cart
09301-01
A S and T Aerospace Systems & Technologies Inc.
To do the TKS porous panel purge and test procedures
Blank Olive with MN4856 Nut (3/16-Inch Tube)
P075
A S and T Aerospace Systems & Technologies Inc.
To cap the TKS tubing during tests
Nylon Ball with MN4855 Nut (5/16-Inch Tube)
03-151-07
A S and T Aerospace Systems & Technologies Inc.
To cap the TKS tubing during tests
Nylon Ball with MN6201 Nut (1/2-Inch Tube)
03-151-10
A S and T Aerospace Systems & Technologies Inc.
To cap the TKS tubing during tests
Test Harness with Breakout Box
P2697006
Cessna Aircraft Company
To do a test of the TKS system
Low-Adhesive Plastic Tape
PC 628
Shurtape Technologies
To install the TKS porous panels
Commercially Available
To install the TKS porous panels
Cessna Aircraft Company
To install TKS porous panels to the leading edges
Plastic Sheeting
Commercially Available
To catch deice fluid from the TKS panel purge procedure, or when you test of the TKS system
Plastic Guttering
Commercially Available
To catch deice fluid from the TKS panel purge procedure, or when you test of the TKS system
Aluminum Tape
Commercially Available
To attach guttering and tubes to catch deice fluid from the TKS panel purge procedure, or when you test of the TKS system
Plastic Tubes
Commercially Available
To catch deice fluid from the TKS panel purge procedure, or when you test of the TKS system
Velcro Straps Sealant
Pro-Seal 870, (U544042S) Type X, Class B
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
3.
Definition A.
This chapter is divided into sections and subsections to assist maintenance personnel in locating specific systems and information. For locating specific information within the chapter, refer to Contents, located at the beginning of the chapter. (1) The section on airfoils provides information on the surface deice system (pneumatic boots) used on the airplane. (2) The section on windshield anti-ice provides information on those components used to keep ice from the windshields. (3) The section on propeller anti-ice provides information on those components used to keep ice from the propeller. (4) There are also sections for the TKS anti-ice system.
30-00-00 © Cessna Aircraft Company
Page 4 Apr 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL PNEUMATIC SURFACE DEICE - DESCRIPTION AND OPERATION 1.
General A.
2.
Ice protection systems are offered as independent options or as a complete package referred to as Flight Into Known Icing Conditions. These systems are provided to prevent the formation of ice and to remove ice from various areas of the airplane. The following are available options (Refer to Figure 1). (1) Propeller anti-ice system option includes electrically heated boots bonded to the propeller blades. (2) Windshield anti-ice system option includes an electrically heated, removable windshield panel on the pilot's side of the windshield. (3) Electrical heaters option provides ice protection for pitot/static and stall warning systems. (4) Flight Into Known Icing Conditions package allows flight penetration of icing conditions as defined by the FAA. The package includes all optional ice protection systems, as well as control surface mounted electrostatic discharge wicks, standby electrical system incorporating a 75-amp alternator, pneumatic deice boots on wing leading edges, wing struts, landing gear legs (optional), cargo pod nosecap (optional), horizontal and vertical stabilizers, and an ice detector light to aid in night time ice detection on the left wing inboard leading edge. An inertial separator system is built into the engine air inlet duct to prevent particles (i.e., liquid droplets, ice crystals or snow) from entering the engine inlet plenum.
Description and Operation A.
Pneumatic deice boots, installed on the wing leading edges, wing struts, landing gear legs, cargo pod nosecap, horizontal and vertical stabilizers, are utilized to break up ice accumulation on the leading edges during flight. (1) System components include an engine compartment pressure line which leads from the engine bleed air system pressure regulator to three ejector flow control valves, three pressure switches, timer, located in left wing root area, three-position system activation switch, labeled BOOT PRESS and located on deice/anti-ice switch panel of lower left instrument panel, circuit breaker, labeled DEICE BOOT and located on left sidewall circuit breaker panel, deice pressure indicator light, mounted in annunciator panel, supply lines and pneumatically operated airfoil surface deice boots. (2) An ice detector light, flush mounted near upper left corner of windshield and directed on left inboard wing leading edge, is included in deice system to aid in night time ice detection on wing leading edges. An ice detector light switch, labeled WING LIGHT, is a spring-loaded switch which must be held in the ON (upper) position to keep the ice detector light illuminating. (a) Ice detector light components include a two- position toggle switch, labeled WING LIGHT, located on deice/anti-ice switch panel on lower left instrument panel, and a circuit breaker, labeled WING ICE DET LIGHT and located on left sidewall circuit breaker panel.
B.
Pneumatic deice system utilizes bleed air from turbine power plant as air pressure source to inflate pneumatic deice boots. A pressure regulator relief valve reduces bleed air pressure of deice system to 18 PSI.
C.
An electrical three-cycle timer is utilized to control three solenoid actuated ejector flow control valves. System is activated by a three-position momentary contact switch on the instrument panel. Deice cycle is initiated by pressing switch to BOOT PRESS (upper) position, then releasing switch. Each deice cycle has a duration of six seconds.
30-10-00 © Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
Pneumatic Deice System Schematic Figure 1 (Sheet 1)
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Page 2 Apr 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
WARNING: The absence of illumination during any one of the three sequences of a cycle indicates insufficient pressure for proper boot inflation and effective deicing ability. Additionally, any deviation from the described sequence could be an indication of a malfunction in some other portion of the system and icing conditions must be avoided. (1)
(2)
The first cycle controls the vertical fin and the horizontal stabilizer deice boots inflation. The second cycle controls the inboard wing deice boots, the cargo pod, and the landing gear fairings inflation. The third cycle controls the outboard wing and wing strut deice boots inflation. The total time for one complete deice cycle is 18 seconds. When the ejector flow control valves are in their de-energized condition, the ejector section of the valve provides vacuum necessary to maintain deice boots in a deflated condition. Each time a cycle is desired, the deice activation switch must be pressed to BOOT PRESS (upper) position and released. (a) In the event of a malfunction in the timer, which causes erratic operation of a sequence of a cycle, the switch can be held momentarily in the MANUAL (lower) position to achieve simultaneous inflation of all of the deice boots. If necessary, the system can be stopped at any point in the cycle (deflating the boots) by disengaging the circuit breaker labeled DEICE BOOT. (b) A pressure switch is installed downstream of each ejector flow control valve. These three pressure switches activate a light in the annunciator panel, allowing the pilot to verify each cycle has pressurized. Pressure switches activate at 14 to 16 PSI. (c) The pressure indicator annunciator, labeled DEICE PRESSURE, will illuminate initially within approximately three seconds after initiating a cycle and remain on for approximately three additional seconds to the end of the first sequence. Through each of the remaining two sequences of the cycle, the annunciator will remain off during pressure build up for about three seconds, then illuminate for about three seconds. If necessary, the system may be recycled six seconds after the completion of a cycle.
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Page 3 Apr 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL PNEUMATIC SURFACE DEICE - TROUBLESHOOTING 1.
General A.
A troubleshooting chart has been developed to aid the maintenance technician in system understanding. Refer to Figure 101.
30-10-00 © Cessna Aircraft Company
Page 101 Mar 1/1999
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A11623
BOOTS WILL NOT INFLATE, OR INFLATE SLOWLY
I CHECK FOR FAULTY ELECTRICAL CIRCUIT TO TIMER. IF -
I OK, CHECK FOR DISENGAGED DEICE CIRCUIT BREAKER. IF-
NOT OK, REPAIR OR REPLACE WIRING.
OK, CHECK FOR FAULTY DEICE SWITCH. IF -
NOT OK, ENGAGE CIRCUIT BREAKER, DETERMINE CAUSE OF SHORT, AND REPAIR.
OK, CHECK FOR LEAKING DEICE BOOT. IF -
NOT OK, REPLACE SWITCH.
OK, CHECK FOR LEAK IN SUPPLY LINES AND FITTINGS. IF-
NOT OK, REPAIR OR REPLACE BOOT.
OK, CHECK TIMER AND REPLACE IF DEFECTIVE.
NOT OK, REPAIR LEAKS.
Deice Boots Troubleshooting Chart Figure 101 (Sheet 1)
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Page 102 Mar 1/1999
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MODEL 208 MAINTENANCE MANUAL
A11624
BOOTS ON ONLY ONE CYCLE WILL NOT INFLATE, OR INFLATE SLOWLY.
CHECK FOR FAULTY ELECTRICAL CIRCUIT TO EJECTOR FLOW CONTROL VALVE. IF -
I
I
I
OK, CHECK FOR FAULTY SOLENOID ON EJECTOR FLOW CONTROL VALVE. IF-
NOT OK, REPAIR OR REPLACE WIRING.
OK, CHECK FOR LEAKING DEICE BOOT. IF-
NOT OK, REPLACE SOLENOID.
OK, CHECK FOR FAULTY TIMER AND REPLACE IF DEFECTIVE.
NOT OK, REPAIR OR REPLACE BOOT.
Deice Boots Troubleshooting Chart Figure 101 (Sheet 2)
30-10-00 © Cessna Aircraft Company
Page 103 Mar 1/1999
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A11625
DEICE PRESSURE LIGHT DOES NOT ILLUMINATE
CHECK FOR FAULTY ELECTRICAL CIRCUIT TO ANNUNCIATOR PANEL. IF-
I
I OK, TEST LAMP IN DEICE PRESSURE LIGHT. PRESS TEST BUTTON ON ANNUNCIATOR PANEL AND VERIFY LAMPS ILLUMINATE. IF-
NOT OK, REPAIR CIRCUIT.
OK, ENSURE ANNUNCIATOR CIRCUIT BREAKER IS ENGAGED. IF -
NOT OK, REPLACE LAMPS.
OK, CHECK EACH PRESSURE SWITCH FOR ACTUATION AT 15.0 PSI, +1.0 OR -1.0 PSI; AND DEACTIVATION AT 13.0 PSI. REPLACE IF DEFECTIVE.
NOT OK, ENGAGE CIRCUIT BREAKER.
Deice Boots Troubleshooting Chart Figure 101 (Sheet 3)
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Page 104 Mar 1/1999
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL PNEUMATIC SURFACE DEICE
-
MAINTENANCE PRACTICES
1.General A. Pneumatic surface deice maintenance practices consist of pneumatic deice boot removal/installation, adjustment/test, approved repairs, and component removal/installation. 2.
Tools, Equipment and Materials A. Refer to Ice and Rain Protection - General, for required tools, equipment and materials
3.
Preparation for Installation of Deice Boot A.
Requirements. (1) Fill all gaps and metal mismatches with Type I aerodynamic fairing compound and sand smooth. Brush chem film on bare metal areas where chem film was removed during sanding process. (2) Adhesives, primers and coatings shall not be used beyond original expiration date, even if they have been retested and approved. Jelled or contaminated adhesives shall not be used. (3) Do not use EC776 or EC1300L adhesives for deice boot installation if adhesives have been stored for six months or more in the 800 F to 900 F range. Do not use for boot installation if the adhesives have been stored for 5 days or more at temperatures above 900 F. (4) Containers for adhesives, primers and coatings shall be kept tightly closed when the materials are not being used, unless otherwise specified. (5) Preassembly operations, such as fitting, drilling, deburring, punching, trimming, masking, etc., shall be completed prior to cleaning and bonding. Slight tensioning of deice boot may be required when reducing internal pressure to remove minor wrinkles and to obtain a smooth surface both for adhesive application and installation. An air ejector or jet pump shall be used to reduce the internal pressure of the boot to 10 Hg absolute pressure or less during cleaning and bonding of deice boot. (6) Surfaces must be clean and dry, free from dust, lint, chips, grease, oil, condensation or other moisture, as well as other contaminating substances, prior to application of adhesives, primers, coatings, and ice release promoters. (7) Deice boots and wing leading edge shall be cleaned with Methyl n-Propyl Ketone. (8) All paints, lacquers, etc., shall be removed prior to cleaning and bonding. Primed surfaces shall be cleaned with ScotchBrite pads wetted with Methyl n-Propyl Ketone, then solvent wiped. (9) Cleaning and bonding shall not be accomplished when temperature of structure, deice boots or bonding materials is below 600 F, nor when relative humidity is 90 percent or greater. (10) Faying surfaces shall be placed together while one or both surfaces exhibit an aggressive tack. Bonding must be accomplished before adhesive becomes too dry. (11) Adhesive bonds shall be free of wrinkles and entrapped air bubbles, shall not be loose at edges, nor exhibit poor adhesion. Wrinkles in boots, which prevent acceptable installation, may be removed. (12) To prevent damage to deice boots, do not use metal hand stitcher roller over areas of boot with internal tubes or wires. (13) Airplane may be flown one hour after installation/bonding deice boots, provided the boots are not operated for 48 hours following bonding. (14) Adhesives, primers and coatings shall be stirred thoroughly prior to application.
B.
Surface Treatment. (1) Waxes or wax like materials shall not be used on deice boots. Rubber protective agents/ice release promoters such as Age-Master Number 1, Icex, Acroseal, ShineMaster Prep and ShineMaster are the only acceptable surface treatments for deice boots. Refer to Chapter 12, Deicing - Maintenance Practices.
C.
Positioning. (1) Indexing marks shall be placed on metal surface outside of bonding area or a chalk line shall be snapped lengthwise down bonding area approximately on centerline of leading edge. Faying surface of boot shall be marked in a similar manner to provide for correct alignment during installation and attachment of boot. Intensify chalk line on leading edge and reference line on boot using a felt tip marking pen after first application of adhesive is thoroughly dry.
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Page 201 Dec 1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL (2) Deice boot or a pattern shall be positioned on metal surface to which boot is to be bonded to provide a guide for masking and to check boot fit. (3) Leaving an edge margin of approximately one-half inch from boot or pattern, a single strip of one-inch wide masking tape shall be applied to metal surface around periphery of boot or pattern. Masking shall be accurate so clean up time will be minimal. Boot or pattern shall then be removed. D.
Cleaning. NOTE:
All bare metal surfaces shall be brush coated with Inidite Chemical Film prior to adding aerodynamic smoothing compound or adhesive.
(1) All paint in masked off area shall be removed by sanding. Primed surfaces shall be cleaned with ScotchBrite pads wetted with Methyl n-Propyl Ketone, then solvent wiped. Loosened paint and remover shall be wiped off, thoroughly rinsed with clean water and dried with clean cheesecloth. (2) All surfaces to be bonded shall be clean and dry. (3) If no primer is present in area area, lightly abrade metal surface using ScotchBrite pads. (a) Using air ejector or jet pump, reduce pressure in boot to 10 inches of mercury (absolute) or less, smooth surface on back side of boot. (b) Using a clean cloth moistened with Methyl n-Propyl Ketone, scrub metal surface in masked off area and rough, unglazed faying surface of deice boot. Cloth must not be saturated to the point where dripping will occur. (c) Using a clean cloth, wipe Methyl n-Propyl Ketone from surfaces before evaporation to ensure oils, grease, wax, etc., will not be redeposited. (4) Cleaning solvent must never be poured or sprayed on a structure. (5) Final cleaning shall be accomplished immediately prior to bonding. Previously cleaned areas shall be thoroughly recleaned. As an area is being scrubbed with a moistened cloth in one hand, another clean dry cloth shall be held in opposite hand and used to dry area before solvent evaporates. (6) Bonding procedures shall begin as soon as possible after cleaning and drying surfaces. Do not allow handling of surfaces between cleaning and bonding operations. (7) Caution must be observed during cleaning and bonding. Solvents, adhesives, etc., are toxic and flammable. Fresh air masks and/or adequate ventilation are required for all closed areas. Structure shall be electrically grounded before beginning any cleaning or bonding operation. 4.
Preparation and Application of Fuel Barrier A.
5.
Procedure. (1) Adhesive EC776 must be thoroughly stirred prior to application as a barrier coat. A small amount of Methyl n-Propyl Ketone may be added to EC776 to achieve a more applicable consistency. One uniform coat of barrier shall be brushed over all rivet heads which penetrate the integral fuel tank and allowed to dry thoroughly until it does not have any tack. Apply a second uniform coat and allow to dry a minimum of two hours.
Preparation and Application of Bonding Material A.
Procedure. (1) Adhesive ECi 300L must be thoroughly stirred prior to application. A uniform coat of adhesive shall be brushed onto masked off metal surface and onto faying surface of deice boot. When brushing adhesives on, use good quality, clean nylon brushes. Avoid hot air drafts from heaters or fans which can cause dragging and produce a very rough surface. Adhesive shall be allowed to dry thoroughly and shall not exhibit any tack. A second uniform coat of adhesive shall be brushed onto each faying surfaces and allowed to dry thoroughly and shall not exhibit tack. NOTE:
Minimum drying time is one hour at 770 F and 50 percent relative humidity. Lower temperatures and/or higher humidities require longer drying times.
NOTE:
Adhesive EC1300L may be thinned by adding 1.5 fluid ounces of Toluene to 16 ounces (1 fluid pint) of adhesive to achieve a more applicable consistency.
(DCessna Aircraft Company
30-1 000
Page 202 Dec 1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL (2) Dry adhesive shall be covered and kept clean until reactivated. Adhesive shall be reactivated within 48 hours by wiping lightly with clean cheesecloth, slightly moistened with toluene. Only a small area, approximately 3 inches by 18 inches or less, shall be reactivated at one time. Do not allow adhesive to become too dry before placing deice boot in contact with metal surface. Excessive rubbing or solvent usage shall be avoided to ensure adhesive will not be removed. 6.
Pneumatic Deice Boots Remova~l/nstallation
WARNING: Cement and solvent vapors are toxic and extremely flammable. Use only in a well ventilated area away from sparks or vapors. Excess exposure could cause injury or death. If dizziness or nausea occur, obtain fresh air immediately. Avoid contact with skin or eyes. Use solvent resistant gloves to minimize skin exposure. Use safety glasses to minimize chance of eye contact. If eye contact occurs, flush eyes with water for 15 minutes and see a physician. If skin contact occurs, wash thoroughly with soap and water. If swallowed, do not induce vomiting. See a physician immediately. WARNING: Verify aircraft is electrically grounded to prevent static sparks which could ignite solvent vapors. A.
Remove Pneumatic Deice Boot. (1) Apply toluene solvent along bond line of deice boot. Solvent will soften and undercut adhesive.
CAUTION: Do not use excessive amounts of solvent. Do not apply excessive tension to the deice boot. (2) Carefully apply tension to deice boot while applying solvent to bond line, then peel deice boot from airplane. Removal process should be slow enough to allow solvent to undercut the adhesive to ensure boot will not be damaged. (3) Separate hose from deice boot. B. *
Install Pneumatic Deice Boots (Refer to Figure 201).
~~~(1) Verify type of pneumatic deice boot to be installed. NOTE:
Fastboot pneumatic de-ice boots incorporate a bonding system with a unique pressure sensitive adhesive applied to the de-icer bond side in the manufacturing process. For fastboot installation refer to the instructions included with each boot or refer to the manufacturer's installation instructions listed in Introduction
(2) Clean mating surfaces of airplane and deice boot to be bonded. Installation of Deice Boot, Cleaning. NOTE:
-
List of
Refer to Preparation for
Use removed boot bond line as a guide for cleaning paint surface to which boot adheres.
(3) Identify position and location of deice boot on airplane. Refer to Preparation for Installation of Deice Boot, Positioning. (4) Repeat applicable cleaning requirements. Refer to Preparation for Installation of Deice Boot, Cleaning. (5) Apply fuel barrier. Refer to Preparation and Application of Fuel Barrier. (6) Apply bonding material. Refer to Preparation and Application of Bonding Material. (7) Attach hoses, connected to a vacuum source (air ejector or jet pump), to deice boot nipples with clamps.
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REFERENCE )OT
OOT
/
APPROXIM~ ~
~INTIAL INS TALLED AREA
REFERENCE CENTERLINE ON LEADING EDGE
DETAIL A START OF BOOT INSTALLATION
A5580C1 045
Deice Boot Installation Figure 201 (Sheet 1)
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A2:
DETAIL
B
INSTALLATION AROUND AIR CONNECTION HOLE REFERENCE kREAS OF ACTIVATED kDHESIVE
69 ....... ..... .... ... ..... ....... .... ......... . .. .... . ........ ....... .. ........ . ........... ................... . ........... ................... .................. ........... .. ............ .............. .......... ........ ............ .. ........ ........... ...... ............ .............. ............ ...........
N
REFERENCE CENTERLINE
................ ......... ................
........ .... . . ... . ......... ...... ....
ROLLED DEICE BOOT
DETAIL
C
UNROLLING DEICE BOOT ON WING LEADING EDGE USING REFERENCE CENTERLINES AS GUIDES
6558001046 C5580C1047
Deice Boot Installation Figure 201 (Sheet 2)
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METAL STITCHER ROLLED DEICE
DETAIL D ROLLING DEICE BOOT EDGE WITH METAL STITCHER ROLLER
DEICE BOOT
.INE
REACTIVATED AREAS
DETAIL E EXPOSING BOND LINE FOR ADHESIVE REACTIVATION
D5580C 1048 E5580C 1049
Deice Boot Installation Figure 201 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL (8) Route hose and nipple through skin. Attach vacuum to open end of hose and activate vacuum. Reduce pressure in boot to 10 inches of mercury (absolute) or less. Maintain vacuum in boot throughout entire installation process to inhibit amount of air trapped within deice boot during installation. (9) Ensure smooth outer surface of boot is clean, then roll boot up with adhesive side out, starting from end opposite air connections. (110) Position boot with reference centerline aligned with and against reference centerline on leading edge. Ensure air connections match airfoil holes. Ensure hoses are routed through correct holes to prevent improper inflation sequence. Each hose must be centered in its mating hole and not crimped. Clamp each hose to respective air supply tube to maintain proper positioning. (11) Using a clean wiping cloth dampened with toluene, reactivate adhesive on a 2 to 3 inch wide by approximately 18 inch long section on wing leading edge, outboard from air connections. Reactivate a matching section of adhesive on boot and press boot to leading edge, ensuring reference centerlines coincide and each air connection is centered on its mating hole in leading edge. (12) Using a rubber roller, roll boot down firmly against leading edge skin in reactivated area. Be careful not to trap any air under boot. Distortion of boot shall be held to a minimum. NOTE:
Reactivating adhesive is a very critical step in achieving a good bond. After cloth is thoroughly saturated with toluene, remove excess by squeezing, wringing, and/ or snapping. A properly prepared cloth should be damp, but not wet or dripping. Reactivating both surfaces will help assure 100 percent tack when pressing down and rolling boot. When in doubt, check tack with a finger before rolling boot down.
(13) Repeat steps 6.B.(l 0) and (11) along leading edge on inboard end of boot. Reactivate and install area around each air connection hole. Use metal stitcher roller around each air connection. (14) Complete installation of boot along leading edge. (a) Reactive adhesive on leading edge and boot 2 to 3 inches wide and an additional 2 feet to 3 feet outboard. (b) Unroll boot against leading edge, maintaining light tension on boot to prevent wrinkling. Align reference centerlines of boot and leading edge. (c) Roll boot down firmly with rubber roller. When outboard edge of boot is reached, roll it down with metal stitcher roller. (d) After entire length has been bonded at centerline of leading edge, roll reactivated area again using rubber roller. NOTE:
Installation along leading edge is best accomplished using two persons; one to hold and guide boot during installation, the other to reactivate adhesive and roll boot down.
(15) If boot should attach "off-course" (reference centerline on leading edge not coinciding with reference centerline on boot), apply Toluene with a small brush or squirt bottle to soften bond line. (a) Apply only a small amount of toluene while applying sufficient tension to peel back softened adhesive. (b) To prevent damage to the boot, avoid twisting, sharply bending, or jerking boot loose from bonded area. Allow solvent wetted area to dry thoroughly before continuing with applications. Reapply ECII300L adhesive as needed. (16) After boot is bonded along leading edge centerline, begin to reactivate adhesive on either the upper or lower surface and install remainder of boot. (a) Starting at inboard end, hold boot back to reveal bond line. (b) Using a clean cloth dampened with toluene, wipe adhesive on leading edge, 2 to 3 inches wide by approximately 18 inches long. Wipe corresponding area of boot, keeping damp cloth tight into fold of bond line. To avoid trapping air, do not allow reactivated surfaces to touch until they are rolled down. NOTE:
Maintain bond line as straight as possible, allowing bond line to be more closely monitored and aid in eliminating pockets where air can be trapped.
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Roll reactivated area firmly with rubber roller, starting at bond line and rolling with span while working toward outboard end of boot. Roll boot, leaving an open angle at end of reactivated section of boot to permit easy access for reactivating next section. (d) Constantly check for bubbles and poor adhesion as installation progresses. Rework problem areas as soon as they are discovered. (e) As outboard edge is achieved for each 2 to 3 inches of width, roll it down with metal stitcher roller. 1 If boot lifts after rolling and/or adhesive shows a "cobweb" appearance, adhesive is too wet. Wait until adhesive becomes tacky and reroll. (17) Run a toluene dampened cloth along each span edge of the boot which has previously been rolled down with rubber roller. Immediately roll edge with metal stitcher roller. (18) Using a sharp knife, trim inboard edge of boot to butt against adjacent structure. (19) Apply wash primer to area around periphery of boot. Coverage area shall include entire exposed adhesive surface and approximately 0.50 inch margin on the boot itself. Wash primer shall be allowed to dry a minimum of one hour. NOTE:
Black polyurethane enamel may be applied as an alternate to 78-U-i 003 and U-i O0i edge seal in applications where a greater luster and gloss is desired. Refer to Tools, Equipment and Materials approved polyurethane enamels.
(20) Using manufacturer's instructions, mix edge seal coating components, 78-U-1003 black enamel and U-i 001 catalyst, for application over washer primer. If black polyurethane enamel isutilized, apply per manufacturer's instructions. NOTE:
Edge seal components, 78-U-i 003 and U- 1001, are packaged together in a kit and are to be mixed in a ratio of two parts black enamel to one part catalyst. Edge seal is to be thoroughly stirred prior to application.
(21) Apply a uniform film of coating around periphery of the deice boot to edge seal and dress up appearance. Coverage shall include the entire wash primed area. (22) Remove the masking tape immediately following application of coating. NOTE: (23) (24) (25) '(26) 7.
Edge sealing shall be accomplished after final paint to aid in protecting leading edge paint from erosion.
Attach hose to air line with clamp. Ensure bleed air tubes are sealed with RTV1O06 wherever they pass through a rib panel. Secure access panel and heated wing leading edge panel. Airplane may be flown one hour after installing a deice boot, provided deice boots are not operated for 48 hours following bonding.
Pneumatic Deice Flow Control Valve Removal/Installation A. Remove Pneumatic Deice Flow Control Valve (Refer to Figure 202). NOTE:
All three control valves are mounted on outboard side of left wing root. Each valve may be removed separately.
(1) Remove wing root access plate 51ilAB, located under left wing. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (2) Ensure airplane electrical power is OFF. (3) Tag for identification and remove electrical wires from solenoid (39) and pressure switch (22) on flow control valve being removed. (4) Disconnect all lines at flow control valve (41) fittings. (5) Plug and cap all open lines and fittings. (6) Remove flow control valve (41) fittings if flow control valve is to be replaced. (7) Remove screws (37) securing flow control valve (41) to bracket (40). Remove flow control valve from airplane.
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8.
Install Pneumatic Deice Flow Control Valve (Refer to Figure 202). (1) Ensure airplane electrical power is OFF. (2) Install fittings to flow control valve (41), if removed, and clock in proper direction. (3) Position flow control valve (41) in place. install screws (37). (4) Remove plugs and caps from lines and fittings and connect lines to flow control valve (41) fittings. (5) Connect electrical wires and remove tags. (6) Install wing root access plate 511 AB under left wing. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
Pneumatic Deice Pressure Switches Removal/installation A.
Remove Pneumatic Deice Pressure Switches (Refer to Figure 202). NOTE:
Three pressure switches are mounted in left wing root area. Each pressure switch is installed in line, downstream of flow control valves, and may be removed separately.
(1) Ensure airplane electrical power is OFF. (2) Remove wing root access plate 51liAB, located under left wing. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (3) Determine which pressure switch (22) is to be removed. Tag for identification and remove electrical wires from pressure switch. (4) Rotate pressure switch (22) counterclockwise until fully disengaged from block (23) and remove from airplane. (5) Plug block (23) to prevent entry of foreign material. B.
9.
Install Pneumatic Deice Pressure Switches (Refer to Figure 202). (1) Ensure airplane electrical power is OFF. (2) Remove plug from block (23). (3) Position pressure switch (22) to block (23) and rotate clockwise until fully seated. (4) Identify electrical wires, remove tags and connect to pressure switch (22). (5) Install wing root access plate 511AB under left wing. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
Pneumatic Deice Timer Removal/Installation A.
Remove Pneumatic Deice Timer (Refer to Figure 202). NOTE: (1) (2) (3) (4)
B.
10.
Timer (26) is mounted on outboard side of left wing root.
Remove wing root access plate 511lAB, located under left wing. Ensure airplane electrical power is OFF. Disconnect electrical connector (27) from timer (26). Remove four screws (25) securing timer (26) to wing root and remove from airplane.
Install Pneumatic Deice Timer (Refer to Figure 202) (1) Align timer (26) with nutplates in wing root. (2) Install four screws (25) to secure timer (26). (3) Connect electrical connector (27) to timer (26). (4) Install wing root access plate 511AB under left wing. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
Bleed Air System Pressure Regulator Removal/installation NOTE:
For removal/installation of pressure regulator, refer to Chapter 36, Pneumatic Distribution Maintenance Practices.
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F------
NOTE 1: AIRPLANES 20800001 THRU 20800143 AN D 208B000 1 TH RU 20880 143
1
NOTE 2: AIRPLANES 20800144 AND ON AND 20800001 THRU 20800143 INCORPORATING CAB90-14
1
AI RPLANES 208B01 44 AND ON AND 208B0001 THRU 208B01 43 INCORPORATING CAB90-14
3.
12 1
4 UL IAIL
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 13A.
III
5
L.P
TUBE ASSEMBLY NUT REDUCER TEE ELBOW FIREWALL NUT VACUUM EJECTOR TEE (NOTEI1) BLEED AIR SUPPLY TUBE PACKING NUT WASHER CAP (NOTE 2)
DETAIL IAR
26144001 A2614X 1230 B261 41030
Pneumatic Deice System Installation Figure 202 (Sheet 1)
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3
I
I-'H-iLSUHL bVVI I UH
23. 24. 25. 26. 27. 28. 29. 30.
3J4.
34A. BLOCK 37. TUBE ASSEMBLY 38. SCREW 39. TIMER ELECTRICAL CONNECTOR 40. 41. TUBE ASSEMBLY 41 A. TUBE ASSEMBLY 41 B. TERMINAL BLOCK
UNIUN
0-RING DETAIL C SCREW SCREW NOTE: AIRPLANES 20800123 AND ON SOLENOID AND 208B0143 AND ON BRACKET FLOW CONTROL VALVE PARTIAL DE-ICE SYSTEM DAP C26 143004 SLEEVING (NOTE) D26 141067
Pneumatic Deice System Installation Figure 202 (Sheet 2)
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42 44 .45 -46
49
51
50
-
60. 61. 62. 63. 64. 65. 66.
SPRING STAINLESS BALL42 COMPRESSION WASHER (P/N 2D1230) OVERBOARD RESERVOIR ASSEMBLY PUSHROD (P/N 3D2353-06) SOLENOID46 FLOW ARROW
58 57
43. 44. 45. 46. 47. A
50. 51. 52.
51
E
A
HOSE ACCESS PLATE CLAMP TUBE ASSEMBLY NUT CROSS REDUCER TUBE ASSEMBLY GROMMET TUBE ASSEMBLY TUBE ASSEMBLY
63 64
I
E261 43005 F26141 144
Pneumatic Deice System Installation Figure 202 (Sheet 3) C Cessna Aircraft Company
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11.
Bleed Air System Pressure Regulator Discharge Pressure Check NOTE:
12.
For pressure regulator functional check, refer to Chapter 36, Pneumatic Distribution Maintenance Practices.
-
Pneumatic Deice System AdjustmentlTest NOTE:
Use filtered, regulated shop air to perform the following tests. Refer to Chapter 36, Pneumatic Distribution - Maintenance Practices, for procedures on connecting shop air to pneumatic system. If shop air is not available, the following warning must be complied with.
WARNING: In order to perform some of the following test procedures, the engine must be operating. Do not stand or allow anyone else to stand close to the arc of the airplanes propeller while conducting these test procedures. A.
B.
Electrical Test. (1) Engage deice boot circuit breaker. (2) Place deice boot press switch to OFF (center) position. (3) Position battery master switch to ON. (4) Press annunciator panel test switch to check light circuit and lamps. (5) With engines running, momentarily position deice boot press switch to AUTO (up) position and verify following conditions are exhibited sequentially. (a) Boots on vertical fin and horizontal stabilizers inflate for a period of six seconds. (b) Boots on inboard wings inflate for a period of six seconds. (c) Boots on outboard wings and wing struts inflate for a period of six seconds. (d) System deactivates. (6) Repeat step 12.A.(5) and verify deice pressure light, located on annunciator panel, remains illuminated for a period of six seconds during each of the three sequential cycles and extinguishes momentarily between cycles. (7) Position and hold deice boot press switch to manual (down) and verify all boots inflate simultaneously and deice pressure light illuminates. (8) Position wing light switch to ON (up) and verify ice detector light is illuminated. (9) Shut off engine. Pneumatic Deice System Conductivity Test. NOTE:
(1) (2) (3) (4)
This test will apply a voltage charge directly to the surface of deice boot and measure resistance to airplane structure to determine if the resistance iswithin a specified megohm range.
Obtain a megohmmeter capable of applying 500 volts and set to 500 volts. Place a wetted cloth, approximately the size of a paper towel, over surface of deice boot. Place one probe of megohmmeter in contact with cloth. Place other probe in contact with an exposed rivet head near point of contact with first probe. NOTE:
Do not apply second probe to a painted rivet head, as it needs to make good contact with structure. It may he necessary to open an inspection panel and use a screw or rivet inside wing.
(5) Obtain three measurements along length of wing boots. (6) Obtain two measurements along tail and strut boots. (7) Ensure measurements are all less than 1 megohm to approximately 10 megohms. Maximum allowable measurement is 100 megohms. (8) If a boot reading above 100 megohms is present, boot must be replaced.
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Pneumatic Deice System Timer Test. (1) Check for system voltage between pins 3 and 1 of deice timer with deice switch OFF. Verify voltage is indicated. (2) Check for system voltage between pins 6 and 1 of deice timer with deice switch ON. Verify voltage is indicated. (3) Check for system voltage between pins 8 and 1 of deice timer with deice switch ON. Verify voltage is indicated as timer cycles. (4) Check for system voltage between pins 9 and 1 of deice timer with deice switch ON. Verify voltage is indicated as timer cycles. (5) Check for system voltage between pins 7 and 1 of deice timer with deice switch ON. Verify voltage is indicated as timer cycles. (6) If system voltage is not present between any of pins tested, timer is defective and must be replaced. Refer to Pneumatic Deice Timer Removal/installation. (7) Place all switches in OFF position.
D.
Air Leakage Test. NOTE:
Air leakage test can be performed in engine compartment.
(1) Disconnect air pressure supply line from engine bleed air system pressure regulator (outlet side). (2) Disconnect vacuum hoses from vacuum regulator, located on aft side of firewall. Remove vacuum regulator and cap line. (3) Remove vacuum ejector and install a union and cap. (4) Connect a source of clean air to end of supply line. NOTE:
Inlet pressure must be a minimum of 18 to 20 PSIG to perform this test. Include a pressure gage in air line to observe system pressures.
(5) Disconnect electrical power leads from each of three flow control valve solenoids. NOTE:
For testing and troubleshooting, one flow control valve solenoid may be actuated at a time to test and isolate each system.
(6) Apply 18 PSI pressure to system and, by means of an in-line hand operated valve, trap pressure in deice system. Observe system for leakage and verify leakage rate does not exceed a pressure drop of 3.0 PSI per minute. (7) Ensure all deice boots inflate and no leaks are present. (8) Remove test equipment. Lubricate all threads and connect all previously disconnected components. (9) Remove the 28 VDC electrical source from flow valves and reconnect airplane electrical system. 13.
Cleaning
CAUTION: Only use the instructions in this section when you clean deice/anti-ice boots. Disregard instructions which recommend petroleum base liquids (methyl n-propyl ketone, unleaded gasoline, etc.) which can harm the boot material if you allow it to soak on the material. A.
Clean boots with mild soap and water, then rinse them thoroughly with clean water. NOTE:
B.
Isopropyl alcohol or toluene can be used to remove grime which cannot be removed with soap. If isopropyl alcohol or toluene is used for cleaning, wash each area with mild soap and water, then rinse the area thoroughly with clean water and allow the boots to dry completely. Apply a layer of Age Master No. 1 on each wing and stabilizer leading edge deicing boot in accordance with the Age Master No. 1 application instructions, every 150 flight hours or six months, regardless of the operation status or climatic conditions.
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MAINTENANCE MANUAL Apply a coating of Age Master No. 1 to the boots in accordance with application instructions on the container and allow the boots to dry. NOTE: C.
Age Master No. 1 is beneficial for its ozone and weather resistance features.
After boots have been treated with Age Master No. 1, apply a coating of ICEX II to the boots in accordance with application instructions on the ICEX II container. NOTE:
ICEX 1Imay be beneficial as an ice adhesion depressant. Both Age Master No. 1 and ICEX 1Iare distributed by BFGoodrich Company.
(1) Apply a layer of ICEX II every 50 flight hours or less on the leading edge deicers; apply a layer every 15 hours or less on the propeller boots.
CAUTION: ICEX II contains silicone, which lessens paint adhesion. Use care when applying ICEX II and protect the adjacent surfaces from overspray. An overspray of ICEX II will make touchup painting almost impossible. AGE MASTER No. 1 and ICEX II last approximately 50 hours on wing and stabilizer deice boots and 15 hours on propeller anti-ice boots. 14.
Approved Repairs (Cold Patch) Surface coatings and surface refurbishing kits will not repair leaks. Use repair kit materials. When repairing deice boots utilizing patch, exercise care to prevent trapping air beneath patch. Should air blisters appear after boots have been installed for a length of time, it is permissible to cut a slit in deice boot. Slit and repair are only appropriate if blister is a result of surface ply delamination. If blister is a result of debonding or stitch line failure, this repair is not appropriate. If it is a delamination air blister, it is recommended that slit be no larger than 0.75 inch, or within 0.125 inch of a stitch line, otherwise deice boot should be replaced. An alternate method of repair is to peel deice boot back using Methyl n-Propyl Ketone solvent and reapply using normal adhesives. Repair surface damage using 74-451 - AA Universal Repair Kit. Repair instructions are provided with each individual package of patches. Refer to Ice and Rain Protection - General, Tools, Equipment and Materials. Repair pinholes using 74-451 -AE Pinhole Repair Kit. Repair instructions are provided with each individual package of patches. Refer to Ice and Rain Protection - General, Tools, Equipment and Materials.
NOTE:
A.
B.
15.
Pneumatic Deice Boot Winterization Procedure A.
Winterize Deice Boots. (1) Winterizing pneumatic deice system several weeks prior to flight into freezing weather, followed by periodic maintenance during freezing season, improves reliability, while reducing chance of moisture freezing within deice boots. (2) Moisture can enter deice system through unrepaired pin size holes, cuts or abrasions when vacuum is applied to boots. Moisture can also be caused by condensation of compressor bleed air during boot activation. Accumulated moisture can pool at low points within system lines, fittings and valves and then freeze, causing blockage. Moisture in system can also result in deterioration and sticking of pneumatic deice flow control valves. (3) Proper cleaning and treating procedures protect exterior surface of boots from ultraviolet rays and ozone exposure while retarding ice adhesion during flight. Refer to BFGoodrich Service Newsletter 91 -01 5.
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Inspect deice boots for weathering, unglued edges and damage. Repair deice boots as required. NOTE:
All holes found in deice boots should be patched, as this is the first line of defense in preventing moisture entry into deice system; however, do not attempt to extend life of deice boots in poor condition. Replace deice boots which have numerous patches, deteriorated areas or holes.
(5) (6) (7) (8) (9)
Work moisture out of strut deice boots. Work moisture from inboard and outboard wing deice boots. Drain moisture from supply lines located inside left inboard wing access panel. Drain stabilizer deice supply line at cross fitting connection in tailcone. Perform an operational check of system after steps 15.A.(l) through (8) have been accomplished. (10) Obtain filter/regulator/lubricator specified in Tools, Equipment and Materials. An equivalent substitute may be utilized. (11) Mix a 50/50 solution of isopropyl alcohol (TT-I-735A) and Dow Corning 200, 1O0cs industrial grade fluid. Fill reservoir of lubricator with mixed solution. (12) Disconnect deice supply line at elbow fitting, located inside cockpit at firewall, immediately forward of pilot's position. Connect and apply shop air supply to filter/regulator/lubricator and preset regulator for a maximum of 17 to 19 PSIG. Remove shop air supply and connect filter/regulator/lubricator to disconnected line using necessary adapter fitting(s). NOTE:
Attach filter/regulator/lubricator as close to disconnected supply line as possible for optimum lubricator operation.
(13) Remove access panel at inboard leading edge of left wing to expose pneumatic deice flow control valves. Temporarily install a hose on each valve outlet port for drainage collection. (14) With regulator preset to 17 to 19 PSIG maximum pressure, connect shop air to inlet port on filter/regulator/lubricator and begin to apply 17 to 19 PSIG through lubricator containing mixed solution.
CAUTION: TT-L-735A isopropyl alcohol is flammable by itself or in mixture with Dow Corning 200, 100CS fluid. Do not allow Dow Corning 200 solution to come in contact with painted surfaces of airplane. Silicone based compounds, such as Dow Corning 200, will impair the ability to paint/refinish any surface it contacts. (15) Look for solution drainage at hoses attached to outlets of pneumatic deice flow control valves to ensure solution (mist from lubricator) is being introduced into boots. (16) Cycle deice boots for seven minutes to inject a fine mist of solution throughout deice system. Approximately 17 cycles will be required. NOTE:
Begin cycling boots as soon as shop air is connected. Wait six seconds after a cycle is complete and reactuate deice switch. When the system is not being cycled, mixture is being pumped directly through flow control valve, into discharge container. After cycling deice boots, watch for fluid weeping from pin size holes or cuts in boots. Mark locations of needed repairs. Repair holes immediately to avoid further moisture contamination.
(17) Shut off deice system and remove/disconnect lubricator from supply line. Allow supply line to drain, then reconnect supply line to filter/regulator/lubricator. (18) Using hands or rollers, work boots to aid in coating inside surfaces. Work outboard to inboard on wing and stabilizer deice boots; bottom to top on strut deice boots. (19) Operate deice boots again through five complete cycles to remove any pooling of solution. (20) Disconnect drain hoses from pneumatic deice flow control valves. Disconnect filter/regulator/ lubricator from supply line. Reconnect supply line to firewall fitting and restore deice system. (21) Install access panel on inboard leading edge of left wing.
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MAINTENANCE MANUAL (22) Repeat procedure every 100 hours or as required throughout freezing season. (23) To increase deice boot life and improve ice removal in flight, regularly wash boots with a mild soap and warm water. If necessary, isopropyl alcohol may be used to clean boot surfaces. Apply Age Master No. 1 every 150 hours or six months, regardless of operation status or climatic conditions. Apply Icex every 50 hours, or less, (every 15 hours or less on propeller boots) during icing season. 16.
Pneumatic Flow Control Valves Disassembly/CleaninglAssembly Procedure A.
Disassemble/Clean Pneumatic Flow Control Valve (Refer to Figure 202). (1) Remove access panel 51liAB on left inboard wing leading edge. Refer to Chapter 6, Access Plates/Panels Identification. (2) Remove flow control valve (41). Note clocking of drain port and bracket to aid in reassembly. Refer to Pneumatic Deice Flow Control Valve Removal/installation. (3) Remove solenoid (65) from valve body assembly (57). Wrenches should be positioned on solenoid hex and on body assembly wrench flats. (4) Remove overboard reservoir assembly (63), compression washers (62) and bracket (59). Clean parts using isopropyl alcohol. (5) Remove stainless ball (61) and spring (60). Clean parts using isopropyl alcohol. (6) Remove pushrod (64) from solenoid (65), if not secured with epoxy, and clean using isopropyl alcohol. (7) Check all fittings for tightness and ability to seal against leakage. (8) Check and clean seats for compression washers (62) in overboard reservoir assembly (63).
CAUTION: Do not intermix parts between components. Parts removed from one component for cleaning must be reinstalled in the same component. (9) (10) (11) (12) (13) B.
Check seal of compression washers (62). Clean valve assembly components, except solenoid (65), using isopropyl alcohol. Check mounting brackets for cracks and damage. Check electrical wiring to solenoid assembly for evidence of wear and chafing. Using a soft brush, remove any dirt accumulated on solenoid (65), particularly in pushrod (64) area.
Assemble Pneumatic Flow Control Valves (Refer to Figure 202). (1) If pushrod (64) has not previously been epoxied to solenoid, seat pushrod (64) in solenoid (65) and epoxy using EA9309 or equivalent. Mix adhesive per manufacturer's instructions. Remove excess adhesive from pushrod shaft and allow to cure per manufacturer's instructions. (2) Install new compression washers (62). (3) Lubricate all valve components, except solenoid (65), using full strength Dow Corning 200, 1 Ocs lubricant. Ensure spring (60) and stainless ball (61) are thoroughly coated. (4) Insert spring (60) and stainless ball (61) into overboard reservoir assembly (63). (5) Assemble solenoid (65), overboard reservoir assembly (63), bracket (59) and valve body assembly (57). Torque per decal (58) located on valve body. NOTE:
Ensure overboard reservoir assembly (63) and bracket (59) are clocked correctly prior to torquing.
(6) Perform and operational test of flow control valves (41). (a) Remove cover from top of solenoid (65) and depress plunger, while simultaneously checking movement of internal assembly at inlet port. Verify assembly shifts approximately 0.02 inch. (b) Verify compression washer (62) provides sufficient seal to prevent random movement of overboard reservoir assembly (63) on bracket (59). (c) Connect solenoid (65) to adjustable source of 28 VDC power. (d) Apply rated pressure of 18 PSIG to valve inlet port. Verify vacuum is present at deicer port.
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Energize solenoid (65) and verify valve shifts such that pressurized air is directed to deicer port with none being dumped overboard. (f) Adjust power with minimum 24 VDC and maximum 32 VDC. Energize solenoid (65) at each setting and verify valve shifts satisfactorily from vacuum to pressure supply at deicer port. (7) Reinstall valve(s) on airplane. Refer to Pneumatic Deice Flow Control Valve Removal! Installation. (8) Reinstall access panel 511 AB on left inboard wing leading edge. Refer to Chapter 6, Access Plates/Panels Identification.
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE SYSTEM - DESCRIPTION AND OPERATION Cargo Pod Installation 1.
General A.
2.
The TKS anti-ice system is a fluid anti-ice system to prevent ice formation on the leading edges of the wings, horizontal stabilizers, struts, vertical stabilizer, propeller, and the windshield. A monoethylene glycol/isopropyl alcohol/deionized water solution is used to anti-ice the airframe surfaces and windshield in flight. The fluid solution is a freezing point depressant that is swept rearward over the surfaces and prevents ice buildup. For a list of approved TKS anti-icing fluids, refer to Chapter 12, Replenishing - Description and Operation.
Description A.
Laser-drilled titanium panels are mounted to the leading edges of the wings, wing struts, horizontal and vertical stabilizers that give TKS ice protection for the Caravan. The propeller is protected with a fluid slinger ring and the windshield is protected with a fluid spray bar. The TKS anti-ice system is divided into two subsystems; the airframe anti-ice system and the windshield anti-ice system. Refer to Figure 1 and Figure 2. (1) Anti-ice fluid solution comes out of the airframe anti-ice system through flush-fitting laser drilled titanium leading edge panels on the wings, stabilizers, and struts. The airframe anti-ice system applies anti-icing fluid to the wing leading edge, that has three panels on each wing, two panels on each strut, and one panel on each horizontal and vertical stabilizer leading edge. The system provides full coverage of the leading edge of the wings, lift struts, horizontal and vertical stabilizer, excluding the dorsal fin. The airframe system also includes the propeller slinger application anti-icing system. (a) The outer skin of the ice protection panels are manufactured with titanium, 0.9 mm thick. Titanium provides excellent strength, durability, light weight, and corrosion resistance. (b) The panel skin is perforated by laser drilled holes, 0.0025 inches in diameter, 800 per square inch. The porous area of the titanium panels is designed to cover the stagnation point travel on the appropriate leading edge over a normal operating environment. (c) The back plates of the porous panels are manufactured with 0.7-mm thick titanium. They are formed to create reservoirs for the ice protection fluid to supply the entire porous area. A porous membrane between the outer skin and the reservoir gives even flow and distribution through the entire porous area of the panel. (d) The porous panels are bonded or attached as a cuff over a leading edge. Panels are bonded to the airframe with a two-part flexible adhesive. (e) Fluid is supplied to the panels and propeller by two positive displacement, constant volume metering pumps. The pumps give various flow rates to the panels and propeller. Single pump operation, a combined pump mode, and timed pumping provide a range of flow rates for different icing conditions. (f) The fluid passes through microfilters before it gets to the porous panels and propeller. The filter removes contaminants from the fluid and prevents panel blockage. A system of nylon tubing carries the fluid from the fluid tank to the proportioning units that divide the flow into the volumetric requirements of each panel or device supplied through the unit. The proportioning units are located in the wings, fuselage, and tail of the aircraft and feed each panel and device through nylon tubing. (g) The system has a fluid tank that gives a minimum ice protection endurance when filled. The endurance capacity is more than the endurance guidelines of AC 23.1419-2C. The tank also serves as an attachment structure for the main metering pumps, windshield pump, filters, and additional hardware. The combination of equipment creates an equipment pack assembly to ease installation. The tank assembly is mounted to the belly of the aircraft in the mid cargo pod area. Refer to Figure 5. (h) The fluid tank is equipped with a low level switch, that gives a warning annunciation at a predetermined fluid level. The annunciation level is when only 20 minutes of fluid remains in the tank with the system in the normal operation mode. (i) An external filler for the fluid tank is on the left side of the cargo pod. Refer to Chapter 12, Replenishing - Description and Operation.
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TKS Anti-Ice System Components Figure 1 (Sheet 1)
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TKS Anti-Ice System Flow Diagram Figure 2 (Sheet 1)
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TKS Anti-Ice System Instrument Panel Operation Devices With G1000 Systems Figure 3 (Sheet 1)
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TKS Anti-Ice System Instrument Panel Operation Devices Without G1000 System Figure 4 (Sheet 1)
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TKS Anti-Ice System Fluid Tank Figure 5 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL (j)
(2)
The system is operated through a series of three control switches. All modes of operation and selection for the metering pumps and the windshield pump are controlled through these devices. Refer to Figure 3 and Figure 4. (k) The operational state can be monitored with: 1 Annunciators on the instrument panel of the non G1000 TKS system. This system annunciation is done through a 3-element annunciator light array. Indications of normal operation state, cautionary state, and warning conditions will be displayed when necessary. These annunciators are independent of the other aircraft annunciators. The fluid level for this system is monitored with a 270° sweep reservoir contents gage that is coupled to a capacitive level sender. Refer to Tables 1-5 and Figure 4. 2 CAS messages and indications on the MFD with the G1000 TKS System. The windshield anti-ice system applies anti-icing fluid through a spray bar to the pilot's windshield. Refer to Chapter 30, TKS Anti-Ice Windshield Spray Bar. (a) Fluid for the windshield spray bar system comes from an on-demand gear pump that is attached to the fluid tank. The spray bar can be operated as needed to clear forward vision through the windshield.
B.
The system is configured with two main metering pumps. The pumps give both the delivery mechanism for all modes of operation of the system, and a pump backup system. The modes of operation are (1) NORMAL, (2) HIGH, (3) MAXIMUM, and (4) BACKUP. (1) HIGH mode is the design flow rate for the system and occurs when one pump is run continuously. (2) MAXIMUM mode is a flow rate that is used for a intermittent maximum icing condition, and occurs when both pumps run continuously. MAXIMUM mode is twice the flow rate of HIGH mode. (3) NORMAL mode is 66% of the HIGH or design flow rate, and happens when both pumps run for a time cycle of 17% on and 83% off. (4) The final mode is BACKUP. In the event that a pump fails, one of the pumps will be available and capable to pump the design flow rate to the system. The BACKUP system provides power to the second pump, independent of the circuit used for the other modes.
C.
The operation of the TKS anti-ice systems is controlled by three switches on the left panel. The switches are PRIMARY, MAX FLOW, and BACKUP. Refer to Figure 3 and Figure 4.
D.
The airframe and windshield spray bar anti-ice systems share the anti-icing fluid tank which is in the cargo pod. The fluid tank assembly is attached to the belly of the aircraft in the second bay area of the cargo pod. The assembly is accessible through the cargo pod doors on the left side of the pod. Refer to Figure 1, Figure 2, and Figure 5. (1) The tank anti-ice fluid level is monitored with a gage that is on the left meter panel in the cockpit on the non G1000 TKS system, and is monitored with an indication on the MFD on the G1000 system. The fluid level monitor devices show the total fluid available for operation of both the airframe and windshield spray bar anti-ice systems. The tank fluid level monitor devices are electrically operated and receive inputs from a capacitance sensing level sender probe in the fluid tank. Refer to Figure 2, Figure 3, Figure 4, and Figure 5. (2) In addition to the fluid level monitors, the tank has a low level switch. Refer to Figure 2 and Figure 5. (a) The low level switch controls operation of the ANTI-ICE annunciator CAUT (amber light) on the annunciator panel for the non G1000 TKS system. The low level switch illuminates the annunciator CAUT when there is only enough anti-ice fluid in the tank to last for approximately 20 minutes of full system continuous operation. (b) The low level switch is monitored by the G1000 system and shows the CAS messages A-ICE LOW FLUID (amber) when the anti-ice fluid is low. (3) The anti-ice fluid tank also has a sight glass that gives a visual indication of the fluid level in the tank to assist when you fill the tank. Refer to Figure 4 and Figure 5.
E.
The airframe and windshield spray bar anti-ice system have pumps, filters, and a high pressure switch that are installed on the fluid tank in the cargo pod. Refer to Figure 4. (1) The anti-ice windshield spray bar pump and the two airframe pumps are electric motor driven. (2) Filters are installed downstream of the two airframe pumps. Each filter contains a replaceable element. The filter ports are marked IN and OUT for correct plumbing connection.
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3.
A high pressure switch is installed in line with the metering pumps. Refer to Figure 1, Figure 2, and Figure 5.
F.
Proportioning units are installed in four different locations on the airplane. Refer to Figure 2. (1) A seven-place proportioning unit is found in each wing leading edge near the strut attach fitting. (2) A seven-place proportioning unit is found (3) A single-place proportioning unit is found in the feed line to the propeller, under the floor near the copilots seat. (4) A three-place proportioning unit is found on the floor of the tail cone (RBL 3.35, FS 422.75). This proportioning unit supplies the vertical stabilizer and each horizontal stabilizer.
G.
The proportioning units are metering units which supply anti-icing fluid at a predetermined flow rate for each individual porous leading edge panel. The proportioning units incorporate a manifold with calibrated capillary tubes which meter the fluid through the outlet ports. The outlets are marked 1, 2, 3, 4, 5, 6, and 7 on each wing's seven-place proportioning unit. Plumbing to the outlet ports must be connected as specified for proper operation. Refer to Figure 2.
H.
A total of three pressure switches are installed in the TKS anti-ice system plumbing. There are two low pressure switches and one high pressure switch in the system. The pressure switches transmit signals to annunciator lights on the non G1000 models and to CAS display messages on the G1000 models. (1) One high pressure switch is installed downstream of the two surface metering pumps in the cargo pod. Refer to Figure 5. (a) On the non G1000 TKS system, the high pressure switch is electrically connected to the CAUT (amber) light on the ICE FLUID annunciator. Closure of the high pressure switch will cause the ICE FLUID CAUT annunciator to come on. (b) On the G1000 system, the high pressure switch is monitored by the G1000 system and shows the CAS messages A-ICE HIGH PRESS (amber) when the anti-ice fluid pressure is high. (2) There are two low pressure switches to monitor the horizontal stabilizers leading edge panels; one pressure switch for each panel. (a) On the non G1000 TKS system, the low pressure switches are electrically connected to the WARN (red) light on the ICE FLUID annunciator. Closure of the low pressure switch will cause the ICE FLUID WARN annunciator to come on. (b) On the G1000 system, the low pressure switches are monitored by the G1000 system and shows the CAS messages A-ICE LOW PRESS (red ) when the anti-ice fluid pressure is low.
I.
There are a total of two check valves installed in the fluid anti-ice system plumbing network downstream of the metering pumps in the cargo pod. The check valves prevent reverse of fluid flow through the plumbing.
J.
There is a solenoid vale installed between the fluid tank and the windshield pump. The valve makes sure that fluid does not run back in the tank when the pump stops operation. (1) There is a strainer installed at the fluid tank for the windshield pump.
Operation A.
Operation of the TKS anti-ice system is controlled by three switches on the left meter panel. The switches are PRIMARY, MAX FLOW, and BACKUP. Refer to Figure 3 and Figure 4.
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MODEL 208 MAINTENANCE MANUAL B.
There are a total of 18 different switch position configurations possible with the three TKS ANTI-ICE system control switches. Of the 18 possible switch configurations, only six are considered normal. These switch configurations are shown in the TKS Anti-Ice System Operation Matrix in Table 1 and Table 3. NOTE:
All of the switch configurations recorded in the tables below are true when the electrical power is applied to the airplane, the ICE circuit breakers are on, and the anti-ice system starts operation.
NOTE:
The MAX FLOW switches only operate momentary when depressed.
NOTE:
Timer: • Number one comes on for 20 seconds and turns off, and repeats every 100 seconds • Number two comes on for 120 seconds and then turns off • Number three comes on for four seconds and then turns off.
NOTE:
Table 2, and Table 4 give the G1000 CAS Message Triggers and Annunciator Triggers for the G1000 and non G1000 TKS anti-ice systems, respectively. Refer to Table 2 and Table 4
NOTE:
The MAX FLOW only operates with the NORM or HIGH switch ON.
Table 1. Pumps Operation Matrix for the TKS Anti-Ice System With the G1000 Pumps Operation Matrix For the TKS Anti-Ice System With the G1000 CONTROL SWITCHES PRIMARY Off Norm
High
MAX FLOW
#2
OFF
INT
INT
OFF
ON
TRIP
OFF
TRIP
#2 Max Flow
#3 A-ICE A-ICE Wind- NORM HIGH Shield (white) (white)
OFF
ON
OFF
OFF
ON
OFF
OFF
OFF
OFF OFF
OFF
OFF
ON
INT
INT
OFF
ON
ON
OFF
ON
OFF
OFF
ON
INT
OFF
OFF ON
OFF
OFF
ON
TRIP
OFF
INT
INT
ON
ON
OFF
ON
ON
OFF
TRIP
OFF
ON
OFF
ON
OFF OFF
ON
OFF
ON
OFF
OFF OFF
OFF
OFF OFF
OFF
OFF
OFF
OFF
OFF OFF
ON
OFF OFF
ON
OFF
OFF
OFF
OFF OFF
OFF
OFF OFF
OFF
OFF
OFF
ON
INT
ON
OFF
ON
OFF
OFF
ON
OFF
ON
ON
ON
OFF
OFF OFF
OFF
OFF
ON
TRIP
ON
INT
ON
OFF
ON
ON
OFF
ON
OFF
TRIP
ON
ON
ON
OFF
OFF ON
OFF
OFF
ON
ON TRIP
TRIP
*** ***
ON ON ON ON
WindShield
#1
ON
***
ANNUNCIATORS G1000 CAS MESSAGE
#1
ON
ON
TIMERS
BACK UP
AirWindFrame Shield
ON
ON
PUMPS
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MODEL 208 MAINTENANCE MANUAL Table 1. Pumps Operation Matrix for the TKS Anti-Ice System With the G1000 (continued) Pumps Operation Matrix For the TKS Anti-Ice System With the G1000 CONTROL SWITCHES PRIMARY Off Norm
PUMPS
MAX FLOW
High
ON
#1
#2
WindShield
#1
#2 Max Flow
#3 A-ICE A-ICE Wind- NORM HIGH Shield (white) (white)
ON
INT
ON
ON
ON
OFF
ON
ON
OFF
TRIP
ON
ON
ON
ON
OFF OFF
ON
OFF
ON
ON
OFF ON
OFF
OFF OFF
OFF
OFF
OFF
ON
OFF ON
ON
OFF OFF
ON
OFF
OFF
ON
OFF ON
OFF
OFF OFF
OFF
OFF
OFF
TRIP
*** *** NOTE:
G1000 CAS MESSAGE
TRIP
TRIP
***
ANNUNCIATORS
BACK UP
AirWindFrame Shield
ON
TIMERS
INT = Intermittent
Table 2. Operation Matrix for the TKS Anti-Ice System With the G1000 TKS with G1000 CAS Message Triggers SWITCH LOW LEVEL SWITCH
LOW PRESSURE SWITCH
G1000 CAS Message HIGH PRESSURE SWITCH
A-ICE LOW PRESS (red)
A-ICE HI PRESS (AMBER)
A-LOW FLUID (AMBER)
ON
OFF
OFF
OFF
ON
OFF
OFF
OFF
ON
ON ON ON
Table 3. Operation Matrix for Field Installed TKS Anti-Ice System Without the G1000 Operation Matrix For the TKS Anti-Ice System Without the G1000 CONTROL SWITCHES PRIMARY
MAX FLOW
PUMPS
#1
#2
Wind- #1 Shield
ANTI- CAUT WARN #2 #3 Max Wind- ICE Flow Shield ON
OFF
INT
INT
OFF
ON
OFF OFF
ON
OFF
OFF
OFF
ON
OFF
OFF
OFF OFF OFF
ON
OFF
OFF
TRIP
OFF
INT
INT
OFF
ON
ON
OFF
ON
OFF
OFF
TRIP
OFF
ON
INT
OFF
OFF ON
OFF
ON
OFF
OFF
TRIP
OFF
ON
ON
ON
ON
OFF ON
ON
OFF
OFF
TRIP
OFF
ON
ON
ON
OFF OFF ON
ON
OFF
OFF
ON ON
ON ON ON
ANNUNCIATORS
BACK UP
WindOff Norm High AirFrame Shield
ON
TIMERS
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MODEL 208 MAINTENANCE MANUAL Table 3. Operation Matrix for Field Installed TKS Anti-Ice System Without the G1000 (continued) Operation Matrix For the TKS Anti-Ice System Without the G1000 CONTROL SWITCHES PRIMARY
MAX FLOW
PUMPS
TRIP
ANTI- CAUT WARN #3 #2 Max Wind- ICE Flow Shield ON
OFF OFF OFF
OFF
OFF
OFF
OFF
OFF OFF
ON
OFF OFF ON
OFF
OFF
OFF
OFF
OFF OFF
OFF
OFF OFF OFF
OFF
OFF
OFF
ON
INT
ON
OFF
ON
OFF OFF
ON
OFF
OFF
ON
ON
ON
OFF
OFF OFF OFF
ON
OFF
OFF
TRIP
ON
INT
ON
OFF
ON
ON
OFF
ON
OFF
OFF
TRIP
ON
ON
ON
OFF
OFF ON
OFF
ON
OFF
OFF
TRIP
ON
INT
ON
ON
ON
OFF ON
ON
OFF
OFF
TRIP
ON
ON
ON
ON
OFF OFF ON
ON
OFF
OFF
ON
OFF ON
OFF
OFF OFF OFF
OFF
OFF
OFF
ON
OFF ON
ON
OFF OFF ON
OFF
OFF
OFF
ON
OFF ON
OFF
OFF OFF OFF
OFF
OFF
OFF
ON ON
ON ON TRIP
TRIP
***
Wind- #1 Shield OFF
***
***
#2
OFF OFF
TRIP
ON
#1
OFF
***
ON
ANNUNCIATORS
BACK UP
WindOff Norm High AirFrame Shield ***
TIMERS
*** NOTE:
The field installed TKS without the G1000: ANTI-ICE ON annunciator is white, the CAUT annunciator is amber, and the WARN annunciator is red.
NOTE:
INT = Intermittent
Table 4. Operation Matrix for Field Installed TKS Anti-Ice System Without the G1000 TKS without G1000 Annunciator Triggers SWITCH LOW PRESSURE SWITCH
LOW LEVEL SWITCH
ANNUNCIATORS HIGH PRESSURE SWITCH
ANTI-ICE ON
CAUT
WARN
ON
ON
OFF
ON
ON
OFF
ON
OFF
ON
ON ON ON
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Table 5. Operation Matrix for Field Installed TKS Anti-Ice System Without the G1000 TIKS without G1000 WARN Annunciator Triggers SWITCH
ANNUNCIATORS
LOW PRESSURE SWITCH
ANTI-ICE ON
CAUT
WARN
ON
ON
OFF
ONI
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MODEL 208 MAINTENANCE MANUAL G1000 AVIONICS AND TKS ANTI-ICE SYSTEM - TROUBLESHOOTING 1.
General A.
2.
3.
This section will help you to troubleshoot the TKS system for airplanes that have the G1000 system installed. Logic troubleshooting charts in this section will guide you to the most likely cause and to some recommended actions for repair.
Troubleshooting Description A.
The TKS system has control switches located on the lower left instrument panel for the non-G1000 configuration, and in the upper left for the G1000 configuration. The non-G1000 TKS system has a fluid level gauge and three annunciators that display the necessary status, warnings and cautions. The G1000 system multifunction display units and the primary flight display units will display the necessary status, warnings, cautions, and fluid quantity information with Crew Alerting System-CAS messages, about the TKS system.
B.
A good understanding of the TKS system is important. You can get more detailed information about the TKS system for airplanes that have the G1000 avionics system installed from the G1000 Avionics System - Description and Operation.
C.
A good understanding of what the discrepancy is also very helpful. There are three different categories of TKS discrepancies. This section has an extensive set of troubleshooting procedures to use but, you can begin your troubleshooting at any procedure that is appropriate for the trouble you are working. (1) The first is the display category. This is any display that shows on the G1000 display units that was not expected, or an unexpected anti-ice quantity indication. (a) If the anti-ice quantity is incorrect, you can test the system using the appropriate procedure in this section. (b) If there is a message that is shown on one of the G1000 display units, you can troubleshoot each one individually using the correct procedure from this section. (2) The second category is the pump category. This means that there is an incorrect operation of one or more of the anti-ice pumps. (a) The check procedures for these discrepancies are found in this section of the troubleshooting. (b) If a pump is not operating correctly, it is recommended that you begin your troubleshooting at the pump section procedures first. (3) The third category is the fluid flow category. This section has the procedures to correct the distribution and flow of the fluid across the porous panels.
Troubleshooting Preliminary A.
Visual Inspections. NOTE:
(1)
It is recommended that you do a visual inspection of the anti-ice components before you do the troubleshooting procedures. The visual inspections in this section do not need to be done in order, you may look at the most likely parts and components as necessary. It is recommended that you do all of these inspections when possible.
Look at all of the nylon tube connections. Look at the condition of the nut, olive, and seal or O-ring. If you must replace a part, refer to the Model 208 Illustrated Parts Catalog.
CAUTION: The length of the nylon tube is important. Refer to the Model 208 Illustrated Parts Catalog for the correct part number. A tube with an incorrect length can make the anti-ice system not operate properly. (2) (3)
Inspect the nylon tubing for fluid leaks or evidence of obstructions. Make sure there are no cuts, holes, or kinks at any of the tubing. Do an inspection of the windshield nozzles and the spray bar. Look for any defects and deformed parts. Look for any evidence of blockage, damage, or other defects.
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MODEL 208 MAINTENANCE MANUAL (4) B.
Look at the anti-ice sight gage ball and make sure there is no evidence of blockage that could prevent fluid from entering the sight gage.
Preliminary Set Up. (1) Make sure the circuit breakers PRMRY ANTI-ICE, W/S ANTI-ICE, AND BACKUP - ANTI-ICE located on the left main circuit breaker panel are engaged. (2) Put the following switches in the switch setting or position that follows: SWITCH NAME
(3) (4) (5) (6)
4.
SETTING / POSITION
External Power (Bus) Switch
ON
Battery (DC Power) Switch
OFF
Fluid Control - Primary
OFF
Fluid Control - Max Flow
OFF
Fluid Control - Backup
OFF
Avionics Bus 1 and 2
ON
Make sure the G1000 is operating correctly and is powered up. Make sure the display units are operating. You can cycle the power to individual equipment until proper operation of all the equipment is operating correctly. Make sure the anti-ice primary switch (SI022) is in the OFF position. Make sure that the anti-ice messages are not displayed on PDF 1 and PFD 2. If an anti-ice message is shown on PFD 1 or PFD 2, refer to Table 101. From this table you can find the message and the troubleshooting chart that matches your trouble. Do a quantity check of the system as follows. (a) Put the anti-ice primary switch (SI022) in the OFF position. (b) On the G1000 system, select the MFD ENGINE page. (c) Make sure the message A-ICE GAL message is shown (white in color). (d) Next to the A-ICE GAL message, make sure you see the gallons value shown as 0.0 (green in color).
Troubleshooting Charts A.
There is an extensive set of troubleshooting charts for some of the most common problems for the anti-ice system. The table below is an index to the subject of the trouble and a link for Cesview IIi users. You can link to the chart and print them.
Table 101. G1000 Messages and Troubleshooting Index TROUBLE
REFER TO:
The G1000 MFD does not show the correct amount of anti-ice fluid remaining.
Figure 101
The A-ICE NORM message does not show or is incorrectly shown on the G1000 display.
Figure 102
The A-ICE HIGH does not show or is incorrectly shown on the G1000 display.
Figure 103
The A-ICE LOW PRESS message does not show or is incorrectly shown on the G1000 display when the primary anti-ice switch (SI022) is in the NORM position.
Figure 104
The A-ICE LOW PRESS message does not show or is incorrectly shown on the G1000 display when the backup anti-ice switch (SI024) is in the BACKUP ON position.
Figure 105
There is an A-ICE HIGH PRESS message shown on the G1000 display when the primary anti-ice switch (SI022) is in the NORM position.
Figure 106
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MODEL 208 MAINTENANCE MANUAL Table 101. G1000 Messages and Troubleshooting Index (continued) TROUBLE
REFER TO:
There is an A-ICE LOW FLUID message shown on the G1000 display when the primary anti-ice switch (SI022) is in the NORM position.
Figure 107
The windshield pump does not operate correctly.
Figure 108
Pump 1 does not operate when the primary anti-ice switch (SI022) is in the HIGH mode.
Figure 109
Pump 2 does not operate when the backup anti-ice switch (SI024) is in the BACKUP ON switch position.
Figure 110
One pump does not operate in the normal or max flow mode.
Figure 111
Pumps 1 and 2 do not operate in the normal flow mode.
Figure 112
Pumps 1 and 2 do not operate in the max flow mode.
Figure 113
The windshield pump does not go off after 4 seconds when the max flow switch (momentary switch) (SI023) is released from the windshield position.
Figure 114
Pumps 1 and 2 do not go on for 20 seconds and then go off for 100 seconds when the system is in the normal flow mode.
Figure 115
Pumps 1 and 2 do not go off after 120 seconds when the system is in the max flow mode.
Figure 116
Pumps 1 and 2 come on when the system is in the high, normal, or max mode with circuit breaker (CB309) disengaged.
Figure 117
Pumps 1 and 2 come on when the system is in the backup mode with the circuit breaker (CB410) disengaged.
Figure 118
The windshield pump comes on when the system is operated on with the circuit breaker (CB409) disengaged.
Figure 119
There is an uneven distribution of the anti-ice fluid at the porous panels.
Figure 120
There is no anti-ice fluid present at the nylon tubing.
Figure 121
There is no anti-ice fluid present at the porous panels.
Figure 122
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE FLUID TANK COMPONENTS - MAINTENANCE PRACTICES Pod Installation 1.
General A.
This section contains the removal and installation procedures for the TKS anti-ice fluid tank and its equipment pack.
B.
The equipment pack includes the access panels, drain valve, check valves, fluid level sender, filter pack, pumps, and switches.
C.
After you remove and install or replace the fluid tank, it is necessary to do the panel purge and test procedures. Refer to TKS Leading Edge Porous Panel - Adjustment/Test.
D.
After you remove and install or replace the fluid tank, you can calibrate the fluid level sender, if necessary. Refer to TKS Anti-Ice Fluid Tank Components Adjustment/Test.
E.
Recommended maintenance to make sure that the TKS system operates correctly is as follows: • Operate the metering pumps each month, or when necessary, in the HIGH mode to remove the air from the fluid system. • If the fluid tank is removed and installed or replaced, do the porous panel purge and test procedures.
F.
Some Airplanes with the TKS anti-ice system have the G1000 avionic system installed. Table 201 shows the TKS-related circuit breakers and their reference designators.
G.
Some Airplanes with the TKS anti-ice system do not have the G1000 avionic system installed. Table 201 shows the TKS-related circuit breakers and their reference designators.
Table 201. TKS Circuit Breakers Airplanes With G1000
2.
Airplanes Without G1000
TKS Circuit Breaker
Reference Designator
TKS Circuit Breaker
Reference Designator
PRIMARY ANTI-ICE
(HC005)
PRIMARY ANTI-ICE
(CB309)
W/S
(HC015)
W/S
(CB409)
BACKUP ANTI-ICE
(HC016)
BACKUP ANTI-ICE
(CB410)
ENG INTFC
(HI013)
ANTI-ICE GAUGE
(CB310)
Tools and Equipment A.
For a list of tools and equipment, refer to Ice and Rain Protection - General.
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3.
TKS Anti-Ice Fluid Removal
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. A.
Remove the Anti-Ice Fluid (Refer to Figure 201 and Figure 202). (1) Find the drain tube outlet in the bottom of the cargo pod below the fluid tank. (2) Put a container with a capacity of approximately 3 to 5 gallons below the drain tube outlet. (3) Open the forward-center and aft-center cargo pod doors to get access to the fluid tank and aft bulkhead. (4) Remove the screw and nut that attaches the bonding jumper to the bulkhead. (5) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE: (6) (7) (8)
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
Remove the aft bulkhead from the cargo pod. Push and turn (lock open) the knurled nut on the drain valve below the fluid tank to release the fluid. Turn and pull (lock closed) the knurled nut on the drain valve to stop the drain procedure.
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TKS Anti-Ice System Flow Diagram Figure 201 (Sheet 1)
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TKS Anti-Ice System Installation Figure 202 (Sheet 3)
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TKS Nylon Tubing Assembly Figure 203 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL (9)
Refer to Chapter 12, TKS Anti-Ice System - Servicing for the servicing procedures. NOTE:
You must calibrate the fluid level sender if the MFD (G1000) or the quantity level gage (none G1000) does not read zero when the TKS fluid tank is empty. The calibration procedures are in TKS Anti-Ice Fluid Tank Components - Adjustment/Test.
(10) Put the aft bulkhead in position in the cargo pod. (11) To install the drip pan, do the step that follows: (a) Use Type I, Class B sealant to bond the forward edge of the drip pan to the cargo pod. (12) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (13) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (14) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (15) Close the cargo pod doors. 4.
TKS Anti-Ice Fluid Tank Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. A.
Remove the Anti-Ice Fluid Tank (Refer to Figure 201 and Figure 202). (1) Open the forward-center and aft-center cargo pod doors to get access to the fluid tank and aft bulkhead.
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MODEL 208 MAINTENANCE MANUAL (2) (3) (4) (5) (6) (7) (8)
Remove external electrical power from the airplane. Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. Disengage the ENG INTFC circuit breaker, if applicable. Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. Remove the anti-ice fluid from the fluid tank. Refer to TKS Anti-Ice Fluid Removal in this section. Remove the screw and nut that attaches the bonding jumper to the bulkhead. Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE:
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
(9) Remove the aft bulkhead from the cargo pod. (10) Identify and disconnect the equipment pack electrical connectors from the airplane fuselage connector. (11) Loosen, but do not remove the hose clamp at the filler neck on the fluid tank assembly. (12) Disconnect the filler tube from the filler neck. (13) Put caps on all openings and tube ends to keep FOD out of the fluid system. (14) Remove the bottom screws that attach the shear plates to the fluid tank and carefully lower it. (15) Loosen, but do not remove the hose clamps on the vent tubes at the access panel bushings. (16) Disconnect the vent tubes at the access panel bushings. (17) Put caps on all openings and tube ends to keep FOD out of the fluid system. (18) Loosen, but do not remove the hose clamp on the drain tube at the drain valve. (19) Disconnect the drain tube from the drain valve. (20) Put caps on all openings and tube ends to keep FOD out of the fluid system. (21) Disconnect the airplane supply line from the filter pack and disconnect the windshield supply line from the windshield pump. (22) Put caps on all openings and tube ends to keep FOD out of the fluid system. (23) Carefully remove the fluid tank assembly from the cargo pod. NOTE:
You can remove the shear plates and the drip pan from the airplane to increase the space in the cargo pod.
(24) To remove the drip pan, do the steps that follow: (a) Use a scraper or putty knife to remove the sealant bond that attaches the forward edge of the drip pan to the cargo pod. (b) Remove the drip pan from the cargo pod. (c) Remove the sealant from the drip pan and the cargo pod floor. (25) Make sure that all openings and tube ends have caps installed. B.
Install the Anti-Ice Fluid Tank (Refer to Figure 201 and Figure 202). (1) Install the shear plates, if applicable. (2) Put the drip pan in position in the cargo pod, if applicable. (3) Put the fluid tank assembly in position in the cargo pod. (4) Remove the caps from the airplane supply line and the windshield line tube ends. (5) Install new seals in the airplane supply line and the windshield couplings as shown in Figure 203. (6) Connect the airplane supply line at the filter pack and windshield line. (a) Safety all the tube couplings. Refer to Chapter 20, Safetying - Maintenance Practices. (7) Remove the caps from the vent tubes and access panel bushings. (8) Connect the vent tubes to the access panel bushings. (9) Tighten the hose clamps on the vent tubes at the access panel bushings. (10) Carefully lift the fluid tank assembly, align the attach points, and install the bottom screws that attach the shear plates to the fluid tank. (11) Remove the caps from the drain tube and drain valve. (12) Connect the drain tube to the drain valve. (13) Tighten the hose clamp on the drain tube at the drain valve. (14) Remove the caps from the filler tube and fluid neck. (15) Connect the filler tube to the filler neck.
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Tighten the hose clamp at the filler neck on the fluid tank assembly. Connect the electrical connectors to the airplane fuselage connector. Engage the ANTI-ICE GAUGE circuit breaker, if applicable. Engage the ENG INTFC circuit breaker, if applicable. Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. Supply external electrical power to the airplane. Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. NOTE:
You must calibrate the fluid level sender if the MFD (G1000) or the quantity level gage (none G1000) does not read zero when the TKS fluid tank is empty. The calibration procedures are in TKS Anti-Ice Fluid Tank Components - Adjustment/Test..
(23) Do a test of the fluid tank components. Refer to TKS Anti-Ice Fluid Tank Components Adjustment/Test. (24) Do the panel purge and test procedures. Refer to TKS Anti-Ice Leading Edge Porous Panel Adjustment/Test. (25) Remove external electrical power from the airplane. (26) Put the aft bulkhead in position in the cargo pod. (27) To install the drip pan, do the step that follows: (a) Use Type I, Class B sealant to bond the forward edge of the drip pan to the cargo pod. (28) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (29) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (30) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (31) Close the cargo pod doors.
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5.
Filter Pack Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. A.
Remove the Filter Pack (Refer to Figure 201 and Figure 202). (1) Open the aft-center cargo pod door to get access to the equipment pack and aft bulkhead. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Remove the screw and nut that attaches the bonding jumper to the bulkhead. (7) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE: (8) (9) (10) (11) (12)
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
Remove the aft bulkhead from the cargo pod. Slowly loosen and disconnect the manifold couplings from the filter pack. Put caps on all openings and tube ends to keep FOD out of the fluid system. Remove the screws that attach the filter pack to the tank bracket. Remove the filter pack from the cargo pod.
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MODEL 208 MAINTENANCE MANUAL B.
Install the Filter Pack (Refer to Figure 201 and Figure 202). (1) Put the filter pack in position on the tank bracket. (2) Install the screws that attach the filter pack to the tank bracket. (3) Remove the caps from the tube ends. (4) Install new seals in the couplings as shown in Figure 203. (5) Connect the manifold couplings to the filter pack. (6) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (7) Engage the ENG INTFC circuit breaker, if applicable. (8) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (9) Supply external electrical power to the airplane. (10) Do the fluid tank servicing as necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (11) Put the EXTERNAL POWER switch on the pilot's switch panel to the ON position. (12) Put the PRIMARY switch on the ANTI-ICE switch panel to the HIGH position. (a) Make sure that there is no fluid leakage from the couplings. (13) Put the PRIMARY switch on the ANTI-ICE switch panel to the OFF position. (14) Put the EXTERNAL POWER switch on the pilot's switch panel to the OFF position. (15) Remove external electrical power from the airplane. (16) Put the aft bulkhead in position in the cargo pod. (17) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (18) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (19) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (20) Close the cargo pod door.
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6.
Metering Pump Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. NOTE: A.
The removal and installation of metering pump 1 and metering pump 1 are typical.
Remove the Metering Pump (Refer to Figure 201 and Figure 202). (1) Open the aft-center cargo pod door to get access to the equipment pack and aft bulkhead. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Remove the anti-ice fluid from the fluid tank. Refer to TKS Anti-Ice Fluid Removal in this section. (7) Remove the screw and nut that attaches the bonding jumper to the bulkhead. (8) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE:
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
(9) Remove the aft bulkhead from the cargo pod. (10) Identify and disconnect the electrical connector from the pump. (11) Slowly loosen and disconnect the tube couplings that are attached to the pump.
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MODEL 208 MAINTENANCE MANUAL (12) Put caps on all openings and tube ends to keep FOD out of the fluid system. (13) Remove the screws that attach the pump to the tank bracket. (14) Remove the pump from the cargo pod. B.
Install the Metering Pump (Refer to Figure 201 and Figure 202). (1) Apply a light layer of TKS fluid on the seals between the tank and the pump. (2) Put the pump in position in the pump bracket. (3) Install the screws that attach the pump to the tank bracket. (4) Remove the caps from the tube ends. (5) Install new seals in the couplings as shown in Figure 203. (6) Connect the tube couplings that are attached to the pump. (a) Safety all the tube couplings. Refer to Chapter 20, Safetying - Maintenance Practices. (7) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (8) Engage the ENG INTFC circuit breaker, if applicable. (9) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (10) Supply external electrical power to the airplane. (11) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (12) Do a test of the pump. Refer to TKS Anti-Ice Fluid Tank Components - Adjustment/Test. (13) Remove external electrical power from the airplane. (14) Put the aft bulkhead in position in the cargo pod. (15) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (16) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (17) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (18) Close the cargo pod door.
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Windshield Pump Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. A.
Remove the Windshield Pump (Refer to Figure 201 and Figure 202). (1) Open the aft-center cargo pod door to get access to the equipment pack and aft bulkhead. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Remove the anti-ice fluid from the fluid tank. Refer to TKS Anti-Ice Fluid Removal in this section. (7) Remove the screw and nut that attaches the bonding jumper to the bulkhead. (8) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE: (9) (10) (11) (12) (13)
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
Remove the aft bulkhead from the cargo pod. Identify and disconnect the electrical connector from the pump. Slowly loosen and disconnect the tube couplings that are attached to the pump. Put caps on all openings and tube ends to keep FOD out of the fluid system. Remove the screws and washers that attach the pump to the tank bracket.
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MODEL 208 MAINTENANCE MANUAL (14) Remove the pump from the cargo pod. B.
8.
Install the Windshield Pump (Refer to Figure 201 and Figure 202). (1) Put the pump in position in the pump bracket. (2) Install the screws and washers that attach the pump to the tank bracket. (3) Remove the caps from the tube ends. (4) Install new seals in the couplings as shown in Figure 203. (5) Connect the tube couplings that are attached to the pump. (a) Safety all the tube couplings. Refer to Chapter 20, Safetying - Maintenance Practices. (6) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (7) Engage the ENG INTFC circuit breaker, if applicable. (8) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (9) Supply external electrical power to the airplane. (10) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (11) Do a test of the pump. Refer to TKS Anti-Ice Fluid Tank Components - Adjustment/Test. (12) Remove external electrical power from the airplane. (13) Put the aft bulkhead in position in the cargo pod. (14) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (15) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (16) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (17) Close the cargo pod door.
Fluid Level Sender Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. A.
Remove the Fluid Level Sender (Refer to Figure 201 and Figure 202). (1) Open the forward-center cargo pod door to get access to the sender. (2) Remove external electrical power from the airplane.
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Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. Disengage the ENG INTFC circuit breaker, if applicable. Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. Identify and disconnect the electrical wiring leads from the sender electrical posts. Remove the screws that attach the sender to the access panel. Carefully remove the sender from the access panel. (a) Do not damage the sensor. NOTE:
(9)
You can remove the screws that attach the access panel to the fluid tank and move the access panel to help you to prevent damage to the sender.
Remove the screws that attach the access panel to the fluid tank, if necessary. NOTE:
If you remove the access panel screws it is necessary to replace the access panel gasket.
(10) Put a cover on the opening to keep FOD out of the fluid system. (11) Discard the gasket(s). (12) Remove the sender from the cargo pod. B.
Install the Fluid Level Sender (Refer to Figure 201 and Figure 202). (1) Remove the cover from the access panel opening. (2) Put the sender and a new gasket in position on the access panel. (a) Do not damage the sensor. (3) Install the screws that attach the sender to the access panel. NOTE: (4) (5) (6) (7) (8) (9) (10) (11)
If you removed the access panel screws it is necessary to replace the access panel gasket.
Carefully put the access panel and new gasket in position on the fluid tank, if applicable. Install the screws that attach the access panel to the fluid tank, if applicable. Connect the electrical wiring leads to the sender electrical posts. Engage the ANTI-ICE GAUGE circuit breaker, if applicable. Engage the ENG INTFC circuit breaker, if applicable. Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. Supply external electrical power to the airplane. Do the fluid tank servicing as necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. NOTE:
You must calibrate the fluid level sender if it does not read zero when it is empty. The calibration procedures are in TKS Anti-Ice Fluid Tank Components - Adjustment/Test.
(12) Do a test of the sender. Refer to TKS Anti-Ice Fluid Tank Components - Adjustment/Test. (13) Remove external electrical power from the airplane. (14) Close the cargo pod door.
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9.
Low Level Switch Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. A.
Remove the Low Level Switch (Refer to Figure 201 and Figure 202). (1) Open the aft-center cargo pod door to get access to the equipment pack and aft bulkhead. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Remove the anti-ice fluid from the fluid tank. Refer to TKS Anti-Ice Fluid Removal in this section. (7) Remove the screw and nut that attaches the bonding jumper to the bulkhead. (8) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE: (9) (10) (11) (12) (13)
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
Remove the aft bulkhead from the cargo pod. Identify and disconnect the electrical connector from the switch. Remove the low level switch from the fluid tank. Put a cover over the switch opening to keep FOD out of the fluid system. Remove the switch from the cargo pod.
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Install the Low Level Switch (Refer to Figure 201 and Figure 202). (1) Remove the cover from the low level switch opening. (2) Install the switch in the fluid tank. (3) Connect the electrical connector to the switch. (4) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (5) Engage the ENG INTFC circuit breaker, if applicable. (6) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (7) Supply external electrical power to the airplane. (8) Do a test of the switch. Refer to TKS Anti-Ice Fluid Tank Components - Maintenance Practices. (9) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (10) Remove external electrical power from the airplane. (11) Put the aft bulkhead in position in the cargo pod. (12) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (13) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (14) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (15) Close the cargo pod door.
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10.
High Pressure Switch Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. A.
Remove the High Pressure Switch (Refer to Figure 201 and Figure 202). (1) Open the aft-center cargo pod door to get access to the equipment pack and aft bulkhead. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Remove the screw and nut that attaches the bonding jumper to the bulkhead. (7) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE: (8) (9) (10) (11) (12) (13)
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
Remove the aft bulkhead from the cargo pod. Identify and disconnect the electrical connector from the switch. Slowly loosen and disconnect the tube couplings that are connected to the switch. Put caps on all openings and tube ends to keep FOD out of the fluid system. Remove the screws that attach the switch to the tank bracket. Remove the switch from the cargo pod.
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11.
Install the High Pressure Switch (Refer to Figure 201 and Figure 202). (1) Put the switch in position in the switch bracket. (2) Install the screws that attach the switch to the tank bracket. (3) Remove the caps from the tube ends. (4) Connect the tube couplings that are connected to the switch. (a) Safety all the tube couplings. Refer to Chapter 20, Safetying - Maintenance Practices. (5) Connect the electrical connector to the switch. (6) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (7) Engage the ENG INTFC circuit breaker, if applicable. (8) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (9) Supply external electrical power to the airplane. (10) Do the fluid tank servicing as necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (11) Do a test of the switch. Refer to TKS Anti-Ice Fluid Tank Components - Adjustment/Test. (12) Remove external electrical power from the airplane. (13) Put the aft bulkhead in position in the cargo pod. (14) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (15) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (16) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (17) Close the cargo pod door.
Timer Box and/or Wire Bundle Removal/Installation A.
Remove the Timer Box and/or Wire Bundle (Refer to Figure 201 and Figure 202). (1) Open the aft-center cargo pod door to get access to the aft bulkhead. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Remove the screw and nut that attaches the bonding jumper to the bulkhead. (7) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE: (8) (9)
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
Remove the aft bulkhead from the cargo pod. To remove the wire bundle, identify and disconnect the equipment pack electrical connectors from the equipment pack components and airplane fuselage connector. NOTE:
It is not necessary to remove the wire bundle to remove the timer box.
(10) Identify and disconnect the electrical connector from the timer box. (11) Remove the screws that attach the timer box to the tank bracket. (12) Remove the timer box from the cargo pod. B.
Install the Timer Box and/or Wire Bundle (Refer to Figure 201 and Figure 202). (1) Put the timer box in position in the timer box bracket. (2) Install the screws that attach the timer box to the tank bracket. (3) Connect the electrical connector to the timer box. (4) Identify and connect the equipment pack electrical connectors to the equipment pack components and airplane fuselage connector as applicable. (5) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (6) Engage the ENG INTFC circuit breaker, if applicable. (7) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (8) Supply external power to the airplane. (9) Do the fluid tank servicing as necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (10) Do a test of the fluid tank components. Refer to TKS Anti-Ice Fluid Tank Components Adjustment/Test.
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MODEL 208 MAINTENANCE MANUAL (11) (12) (13) (14)
Remove external electrical power from the airplane. Put the aft bulkhead in position in the cargo pod. Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (15) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (16) Close the cargo pod doors. 12.
Solenoid Valve Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. A.
Remove the Solenoid Valve (Refer to Figure 201 and Figure 202). (1) Open the aft-center cargo pod door to get access to the equipment pack and aft bulkhead. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Remove the anti-ice fluid from the fluid tank. Refer to TKS Anti-Ice Fluid Removal in this section. (7) Remove the screw and nut that attaches the bonding jumper to the bulkhead.
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Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE:
(9) (10) (11) (12) (13) (14) B.
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
Remove the aft bulkhead from the cargo pod. Identify and disconnect the electrical connector from the valve. Slowly loosen and disconnect the tube couplings from the valve. Put caps on all openings and tube ends to keep FOD out of the fluid system. Remove the screws that attach the valve to the tank bracket. Remove the valve from the cargo pod.
Install the Solenoid Valve (Refer to Figure 201 and Figure 202). (1) Put the valve in position in the valve bracket. (2) Install the screws that attach the valve to the tank bracket. (3) Remove the caps from the tube ends. (4) Install new seals in the couplings as shown in Figure 203. (5) Connect the tube couplings to the valve. (a) Safety all the tube couplings. Refer to Chapter 20, Safetying - Maintenance Practices. (6) Connect the electrical connector to the valve. (7) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (8) Engage the ENG INTFC circuit breaker, if applicable. (9) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (10) Supply external electrical power to the airplane. (11) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (12) Put the EXTERNAL POWER switch on the pilot's switch panel to the ON position. (13) Put the PRIMARY switch on the ANTI-ICE switch panel to the HIGH position. (a) Make sure that there is no fluid leakage from the couplings. (14) Put the PRIMARY switch on the ANTI-ICE switch panel to the OFF position. (15) Put the EXTERNAL POWER switch on the pilot's switch panel to the OFF position. (16) Remove external electrical power from the airplane. (17) Put the aft bulkhead in position in the cargo pod. (18) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (19) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (20) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (21) Close the cargo pod door.
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13.
Check Valve Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. A.
Remove the Check Valve (Refer to Figure 201 and Figure 202). (1) Open the aft-center cargo pod door to get access to the equipment pack and aft bulkhead. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Remove the screw and nut that attaches the bonding jumper to the bulkhead. (7) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE: (8) (9) (10) (11) (12)
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
Remove the aft bulkhead from the cargo pod. Slowly loosen and disconnect the tube couplings that are attached to the check valve. Put caps on all openings and tube ends to keep FOD out of the fluid system. Remove the screws that attach the check valve to the tank bracket. Remove the check valve from the cargo pod.
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Install the Check Valve (Refer to Figure 201 and Figure 202). (1) Put the valve in position in the valve bracket. (2) Install the screws that attach the valve to the tank bracket. (3) Remove the caps from the tube ends. (4) Install new seals in the couplings as shown in Figure 203. (5) Connect the tube couplings to the valve. (a) Make sure that the fluid flow direction is correct. (b) Safety all the tube couplings. Refer to Chapter 20, Safetying - Maintenance Practices. (6) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (7) Engage the ENG INTFC circuit breaker, if applicable. (8) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (9) Supply external electrical power to the airplane. (10) Do the fluid tank servicing as necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (11) Put the EXTERNAL POWER switch on the pilot's switch panel to the ON position. (12) Put the PRIMARY switch on the ANTI-ICE switch panel to the HIGH position. (a) Make sure that there is no fluid leakage from the couplings. (13) Put the PRIMARY switch on the ANTI-ICE switch panel to the OFF position. (14) Put the EXTERNAL POWER switch on the pilot's switch panel to the OFF position. (15) Remove external electrical power from the airplane. (16) Put the aft bulkhead in position in the cargo pod. (17) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (18) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (19) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (20) Close the cargo pod door.
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14.
Sight Glass Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. A.
Remove the Sight Glass (Refer to Figure 201 and Figure 202). (1) Open the forward-center cargo pod door to get access to the sight glass. (2) Remove the anti-ice fluid from the fluid tank. Refer to TKS Anti-Ice Fluid Removal in this section. (3) Remove external electrical power from the airplane. (4) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (5) Disengage the ENG INTFC circuit breaker, if applicable. (6) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (7) Slowly open the tube clamps that are connected to the sight glass. (8) Remove the sight glass (and ball) from the airplane. (9) Put caps on all openings and tube ends to keep FOD out of the fluid system.
B.
Install the Sight Glass (Refer to Figure 201 and Figure 202). (1) Remove the caps from the tube ends. (2) Put the sight glass (and ball) in position in the sight glass brackets. (3) Crimp the tube clamps. (4) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (5) Engage the ENG INTFC circuit breaker, if applicable. (6) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (7) Supply external electrical power to the airplane. (8) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (9) Put the EXTERNAL POWER switch on the pilot's switch panel to the ON position. (10) Put the PRIMARY switch on the ANTI-ICE switch panel to the HIGH position. (a) Make sure that there is no fluid leakage from the tube clamps. (11) Put the PRIMARY switch on the ANTI-ICE switch panel to the OFF position. (12) Put the EXTERNAL POWER switch on the pilot's switch panel to the OFF position. (13) Clean the floor and the airplane surfaces as necessary.
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MODEL 208 MAINTENANCE MANUAL (14) Close the cargo pod door. (15) Remove external electrical power from the airplane. 15.
Drain Valve Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. A.
Remove the Drain Valve (Refer to Figure 201 and Figure 202). (1) Open the forward-center cargo pod door to get access to the drain valve below the fluid tank. (2) Remove the anti-ice fluid from the fluid tank. Refer to TKS Anti-Ice Fluid Removal in this section. (3) Loosen, but do not remove the hose clamp on the drain tube. (4) Pull the drain tube off the drain valve. (5) Disconnect the drain valve from the fluid tank. (6) Remove the drain valve from the cargo pod.
B.
Install the Drain Valve (Refer to Figure 201 and Figure 202). (1) Put the drain valve in position on the fluid tank. (2) Connect the drain valve to the fluid tank. (3) Connect the drain tube to the drain valve. (4) Tighten the hose clamp on the drain tube. (5) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (6) Make sure that there is no fluid leakage from the valve. (7) Clean the floor and the airplane surfaces as necessary. (8) Close the cargo pod door.
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16.
Fluid Filler Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. A.
Remove the Filler Tube Duct (Refer to Figure 201 and Figure 202). (1) Open the forward-center cargo pod door to get access to the fluid tank. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Loosen, but do not remove the hose clamps at the filler neck and filler internal flange. (7) Disconnect the filler tube duct from the filler neck and filler internal flange. (8) Remove the filler tube from the cargo pod. (9) Put caps on all openings to keep FOD out of the fluid system.
B.
Install the Filler Tube Duct (Refer to Figure 201 and Figure 202). (1) Remove the caps from the openings. (2) Put the filler tube duct in position on the filler neck and filler internal flange. (3) Tighten the hose clamps at the filler neck and filler internal flange. (4) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (5) Engage the ENG INTFC circuit breaker, if applicable. (6) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers.
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Do the fluid tank servicing as necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. Clean the floor and the airplane surfaces as necessary. Close the cargo pod door.
C.
Remove the Filler Assembly (Refer to Figure 201 and Figure 202). (1) Open the forward-center cargo pod door to get access to the fluid tank. (2) Remove external electrical power from the airplane. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Open the filler cap. (7) Loosen, but do not remove the hose clamp at the filler internal flange. (8) Disconnect the filler tube duct from the filler internal flange. (9) Remove the screws, nuts, and washers that attach the filler cap flange, filler internal flange, and gaskets to the cargo pod skin. (10) Put caps on all openings to keep FOD out of the fluid system.
D.
Install the Filler Tube Assembly (Refer to Figure 201 and Figure 202). (1) Remove the caps from the openings. (2) Install the screws, nuts, and washers that attach the filler cap flange, filler internal flange, and gaskets to the cargo pod skin. (3) Connect the filler tube duct to the filler internal flange. (4) Tighten the hose clamp at the filler internal flange. (5) Close the filler cap. (6) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (7) Engage the ENG INTFC circuit breaker, if applicable. (8) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (9) Do the fluid tank servicing as necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (10) Clean the floor and the airplane surfaces as necessary. (11) Close the cargo pod door.
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17.
TKS Fluid Contamination (Fuel) Removal
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. CAUTION: Do not operate the windshield pump for more than 10 seconds continuously, and wait 10 seconds between pump operations before you operate the pump again. Damage to the windshield pump can occur if the pump is operated for more than the specified limit. A.
Remove the TKS Fluid Contamination (Fuel) (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (3) Disengage the ENG INTFC circuit breaker, if applicable. (4) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (5) Open the aft-center cargo pod door to get access to the equipment pack and aft bulkhead. (6) Remove the screw and nut that attaches the bonding jumper to the aft bulkhead.
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MODEL 208 MAINTENANCE MANUAL (7)
Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE:
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
(8) Remove the aft bulkhead from the cargo pod. (9) Drain the TKS fluid from the fluid tank . Refer to TKS Anti-Ice Fluid Removal in this section. (10) Disconnect the filter inlet tube from the filter inlet manifold assembly. (a) Put the inlet tube end into a bucket with a capacity of approximately 3 to 5 gallons. (11) Disconnect the windshield pump outlet tube from the fuselage connector. (a) Put the open tube end into a bucket with a capacity of approximately 1 gallon. (12) Fill the fluid tank with a water and mild detergent mixture. (13) Drain the water and mild detergent mixture from the fluid tank. (14) Fill the fluid tank with water. (15) Drain the water from the fluid tank. (16) Remove the Fluid Level Sender. refer to Fluid Level Sender Removal/Installation in this section. (17) Clean the fluid level sender with a water and mild detergent mixture. (18) Flush the fluid level sender with water until no contamination shows. (19) Install the Fluid Level Sender. Refer to Fluid Level Sender Removal/Installation in this section. (20) Add 10 gallons (37.84 liters) of TKS fluid to the fluid tank. (21) Supply external electrical power to the airplane. (22) Put the EXTERNAL POWER switch on the pilot's switch panel to the BUS position. (23) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (24) Engage the ENG INTFC circuit breaker, if applicable. (25) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (26) Put the PRIMARY switch on the ANTI-ICE FLUID CONTROL switch panel to the HIGH position to start pump 1. (27) Put the MAX FLOW switch on the ANTI-ICE FLUID CONTROL switch panel to the AIRFRAME position, then release the switch. (a) Let the TKS fluid flow into the bucket at the filter inlet tube for one full cycle of approximately 2 minutes. (28) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch to the OFF position. (29) Put the MAX FLOW switch on the ANTI-ICE FLUID CONTROL switch panel in the WINDSHIELD position, then release the switch. NOTE:
The windshield pump will start and operate when you put the spring-loaded MAX FLOW switch to the WINDSHIELD position.
Let the TKS fluid flow into the bucket at the windshield pump outlet tube for one full cycle of approximately 4 seconds. Put the EXTERNAL POWER switch on the pilot's switch panel in the OFF position. Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. Disengage the ENG INTFC circuit breaker, if applicable. Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. Remove external electrical power from the airplane. If the system was operated with fuel contamination in the fluid, replace the filter pack. Refer to Filter Pack Removal/Installation in this section. (a)
(30) (31)
(32) (33) (34) (35)
NOTE:
If there was fuel contamination in the fluid, but system was not operated, it is not necessary to replace the filter pack.
(36) Connect the filter inlet tube with a new O-ring to the filter inlet manifold assembly.
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MODEL 208 MAINTENANCE MANUAL (37) (38) (39) (40) (41) (42)
Connect the windshield pump outlet tube with a new O-ring to the fuselage connector. Supply external electrical power to the airplane. Put the EXTERNAL POWER switch on the pilot's switch panel to the BUS position. Engage the ANTI-ICE GAUGE circuit breaker, if applicable. Engage the ENG INTFC circuit breaker, if applicable. Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (43) Put the PRIMARY switch on the ANTI-ICE FLUID CONTROL switch panel to the HIGH position to start pump 1. (44) If the filter assembly was replaced, put the BACKUP switch on the ANTI-ICE FLUID CONTROL switch panel in the ON position to start pump 2. (a) Let the system operate for approximately 5 minutes until there are no air bubbles in the TKS fluid flow from the porous panels on the wing, wing strut, and horizontal and vertical stabilizer leading edges. NOTE:
If necessary, you can let the system operate for more than 5 minutes until the fluid flow is normal across all porous panels.
If fluid flow at any of the porous panels does not become normal, do the porous panel purge and test procedure for the applicable porous panel(s). Refer to TKS Leading Edge Porous Panel - Adjustment/Test. (45) If the filter assembly was not replaced, put the MAX FLOW switch on the ANTI-ICE FLUID CONTROL switch panel to the AIRFRAME position, then release the switch. (a) Let the TKS fluid flow from the porous panels on the wing, wing strut, and horizontal and vertical stabilizer leading edges for one full cycle of approximately 2 minutes. (b)
NOTE:
If necessary, you can do more MAX FLOW cycles until the fluid flow is normal across all porous panels.
(b)
If fluid flow at any of the porous panels does not become normal, do the porous panel purge and test procedure for the applicable porous panel(s). Refer to TKS Leading Edge Porous Panel - Adjustment/Test. (46) Put the PRIMARY switch on the ANTI-ICE-FLUID CONTROL switch panel to the OFF position. (47) Put the BACKUP switch on the ANTI-ICE-FLUID CONTROL switch panel to the OFF position. (48) Put the MAX FLOW switch on the ANTI-ICE FLUID CONTROL switch panel in the WINDSHIELD position, then release the switch. NOTE: (a)
The windshield pump will start and operate when you put the spring-loaded MAX FLOW switch to the WINDSHIELD position.
Do three full cycles of approximately 4 seconds each to let the TKS fluid flow from the windshield spray bar. NOTE:
If necessary, you can do more cycles until the fluid flow is normal from the spray bar.
(49) Put the EXTERNAL POWER switch on the pilot's switch panel in the OFF position. (50) Remove external electrical power from the airplane. (51) Make sure that the fluid tank servicing is correct. Refer to Chapter 12, TKS Anti-Ice System Servicing. (52) Make sure that the floor and the airplane surfaces are clean. (53) Put the aft bulkhead in position in the cargo pod. (54) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (55) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices.
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MODEL 208 MAINTENANCE MANUAL (56) Install the screws and connect the antenna coaxial cable and conduit, if applicable. (57) Close the aft-center cargo pod door. 18.
TKS Fluid Contamination (Water) Removal
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. A.
Remove the TKS Fluid Contamination (Water) (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Put the BATTERY switch on the pilot's switch panel to the OFF position. (3) Drain the TKS fluid from the fluid tank . Refer to TKS Anti-Ice Fluid Removal in this section. (4) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (5) Supply external electrical power to the airplane. (6) Put the EXTERNAL POWER switch on the pilot's switch panel to the BUS position. (7) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (8) Engage the ENG INTFC circuit breaker, if applicable. (9) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (10) Put the PRIMARY switch on the ANTI-ICE FLUID CONTROL switch panel to the HIGH position to start pump 1. (11) Put the MAX FLOW switch on the ANTI-ICE FLUID CONTROL switch panel to the AIRFRAME position, then release the switch. (a) Let the TKS fluid flow from the porous panels on the wing, wing strut, and horizontal and vertical stabilizer leading edges for one full cycle of approximately 2 minutes. (12) If fluid flow at any of the porous panels is not normal, do the porous panel purge and test procedure for the applicable porous panel(s). Refer to TKS Leading Edge Porous Panel Adjustment/Test. (13) Put the PRIMARY switch on the ANTI-ICE FLUID CONTROL switch panel to the OFF position. (14) Put the EXTERNAL POWER switch on the pilot's switch panel in the OFF position. (15) Remove external electrical power from the airplane. (16) Make sure that the fluid tank servicing is correct. Refer to Chapter 12, TKS Anti-Ice System Servicing. (17) Make sure that the floor and the airplane surfaces are clean.
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19.
TKS Fluid Contamination (Solids) Removal A.
TKS Fluid Contamination (Solids) Removal (1) If the TKS fluid contamination is a solid material, contact Cessna Customer Service, P.O. Box 7706, Wichita, Kansas 67209 USA Tele: 316-517-5800 Fax: 316-517-7271.
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE FLUID TANK COMPONENTS - ADJUSTMENT/TEST Pod Installation 1.
General A.
This section contains the test procedures that are necessary to do after TKS anti-ice fluid tank component replacement.
B.
For the purge and test procedures of the leading edge porous panels, refer to TKS Leading Edge Porous Panel - Adjustment/Test.
C.
For the test procedures for the tail bracket assembly (low pressure switches), refer to TKS Anti-Ice Fluid Distribution System - Maintenance Practices.
D.
To calibrate the fluid level sender, refer to Fluid Level Sender Calibration in this section.
E.
Recommended maintenance to keep the TKS fluid at its correct viscosity is as follows: • Operate the pumps monthly, or as necessary, in the HIGH mode until the air is removed from the fluid system. • Keep the TKS system operational at all times to keep air pockets out of the system. • If the fluid tank is removed and installed or replaced, do the porous panel purge and test procedures. NOTE:
If the fluid is too thick, the porous panels can become blocked or clogged.
F.
Some Airplanes with the TKS anti-ice system have the G1000 avionic system installed. On those Airplanes you can ignore all references to the ANTI-ICE ON, CAUT, and WARN annunciators. Table 501 shows the TKS-related circuit breakers and their reference designators.
G.
Some Airplanes with the TKS anti-ice system do not have the G1000 avionic system installed. On those Airplanes you can ignore all references to CAS messages. Table 501 shows the TKS-related circuit breakers and their reference designators.
Table 501. TKS Circuit Breakers Airplanes With G1000
2.
Airplanes Without G1000
TKS Circuit Breaker
Reference Designator
TKS Circuit Breaker
Reference Designator
PRIMARY ANTI-ICE
(HC005)
PRIMARY ANTI-ICE
(CB309)
W/S
(HC015)
W/S
(CB409)
BACKUP ANTI-ICE
(HC016)
BACKUP ANTI-ICE
(CB410)
ENG INTFC
(HI013)
ANTI-ICE GAUGE
(CB310)
Tools and Equipment A.
For a list of tools and equipment, refer to Ice and Rain Protection - General.
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3.
TKS Anti-Ice Fluid Tank Component Test
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. NOTE:
For the tests that follow, you can disconnect the airplane supply tube from the filter manifold outlet and connect a drain tube, which will let you contain the fluid more easily, and that is how these procedures are written. Or, you can keep the airplane supply tube connected to the filter manifold outlet and use clean, dry cloths to absorb the anti-ice fluid and to clean the airplane surfaces and floor as necessary. Or, you can fabricate a fluid collector system and install it on and below the porous panels, which will contain the fluid and keep it off the floor. Recommended materials you can use are plastic sheets, tubing, aluminum tape, and rigid aluminum and/or plastic gutter material.
NOTE:
Although you can do one or more of the tests that follow, as applicable, it is necessary to do all of the tests after you have installed the fluid tank, timer box, and/or wire bundle.
NOTE:
It is easier for two persons to do these tests. One to monitor the cockpit and one to monitor the equipment pack.
A.
Prepare To Do the Fluid Tank Component Tests. (1) Remove external electrical power from the airplane. (2) Open the aft-center cargo pod door to get access to the equipment pack and aft bulkhead. (3) Disengage the ANTI-ICE GAUGE circuit breaker, if applicable. (4) Disengage the ENG INTFC circuit breaker, if applicable. (5) Disengage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (6) Remove the screw and nut that attaches the bonding jumper to the bulkhead. (7) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. NOTE:
On airplanes that have the TAS antenna installed, it is necessary to disconnect the coaxial cable and remove the screws and conduit.
Remove the aft bulkhead from the cargo pod. Find the drain tube opening in the bottom of the cargo pod below the fluid tank. (a) Put a container below the drain tube. (10) If you will do tests of the metering pumps, the high pressure switch, or the timer box, disconnect the airplane supply tube from the filter manifold outlet. (11) Put a cap or plug in the open tube end. (12) Connect a length of tubing to the filter manifold outlet. (a) Put the open tube end in the container. (8) (9)
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MODEL 208 MAINTENANCE MANUAL (13) If you will do the windshield pump test, disconnect the windshield pump outlet tube at the belly connector and place the end of the tube in the bucket. (14) Engage the ANTI-ICE GAUGE circuit breaker, if applicable. (15) Engage the ENG INTFC circuit breaker, if applicable. (16) Engage the PRIMARY ANTI-ICE, W/S, and BACKUP ANTI-ICE circuit breakers. (17) Do the test procedures as applicable. B.
Do a Test of Metering Pump 1. (1) Make sure that there is enough fluid in the tank to keep the pump from running dry during the test procedure. (2) Supply external electrical power to the airplane. (3) Put the EXTERNAL POWER switch on the pilot's switch panel in the BUS position. (4) Put the PRIMARY switch on the ANTI-ICE FLUID CONTROL switch panel in the HIGH position to start pump 1. (a) Make sure that pump 1 operation starts. (b) Make sure that 1000 ml, +100 or - 100 ml discharges in the bucket in one minute. (5) Disengage the PRIMARY ANTI-ICE circuit breaker. (a) Make sure that pump 1 operation stops. (6) Make sure that there is no fluid leakage from the couplings. (7) Put the PRIMARY switch in the OFF position. (8) Put the EXTERNAL POWER switch on the pilot's switch panel in the OFF position. (9) Engage the PRIMARY ANTI-ICE circuit breaker. (10) Do the Return to Service procedures or continue the applicable test(s).
C.
Do a Test of Metering Pump 2. (1) Make sure that there is enough fluid in the tank to keep the pump from running dry during the test procedure. (2) Supply external electrical power to the airplane. (3) Put the EXTERNAL POWER switch on the pilot's switch panel in the BUS position. (4) Put the BACKUP switch on the ANTI-ICE FLUID CONTROL switch panel in the ON position to start pump 2. (a) Make sure that pump 2 operation starts. (b) Make sure that 1000 ml, +100 or - 100 ml discharges in the bucket in one minute. (5) Disengage the BACKUP ANTI-ICE circuit breaker. (a) Make sure that pump 2 operation stops. (6) Make sure that there is no fluid leakage from the couplings. (7) Put the BACKUP switch in the OFF position. (8) Engage the BACKUP ANTI-ICE circuit breaker. (9) Put the EXTERNAL POWER switch on the pilot's switch panel in the OFF position. (10) Do the Return to Service procedures or continue the applicable test(s).
D.
Do a Test of the Windshield Pump. (1) Make sure that there is enough fluid in the tank to keep the pump from running dry during the test procedure. (2) Supply external electrical power to the airplane. (3) Put the EXTERNAL POWER switch on the pilot's switch panel in the BUS position. (4) Put the MAX FLOW switch on the ANTI-ICE FLUID CONTROL switch panel in the WINDSHIELD position, then release the switch. NOTE:
The windshield pump will start when you put the spring-loaded MAX FLOW switch in the WINDSHIELD position and it will spray fluid on the windshield for four seconds after you release it.
Make sure that the windshield pump starts. When the pump stops make sure that a minimum of 25 ml was discharged in the collection bucket. After the windshield pump stops, disengage the W/S ANTI-ICE circuit breaker. Put the MAX FLOW switch in the WINDSHIELD position, then release the switch. (a) Make sure that the windshield pump does not operate. (a) (b)
(5) (6)
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Make sure that there is no fluid leakage from the couplings. Engage the W/S ANTI-ICE circuit breaker. Remove external electrical power from the airplane. Do the Return to Service procedures or continue the applicable test(s).
Do a Test of the Fluid Level Sender. (1) Supply external electrical power to the airplane. (2) Put the EXTERNAL POWER switch on the pilot's switch panel in the BUS position. (3) For airplanes with the G1000 do the steps that follow: (a) Put the AVIONICS 1 switch to the ON position. (b) Put the AVIONICS 2 switch to the ON position. (4) Drain the tank. (5) Make sure that there is a fluid quantity indication of E GAL on the ANTI-ICE QTY gage or that the A-ICE GAL 0.0 indication shows on the MFD display as applicable. NOTE:
You must calibrate the level sender if it does not read zero when the tank is empty.
(6) (7)
Fill the tank. Make sure that there is a fluid quantity indication of 20 GAL on the ANTI-ICE QTY gage or that the A-ICE GAL 20.8 indication shows on the MFD display as applicable. (8) Put the PRIMARY switch to the OFF position. (9) To calibrate the fluid level sender, if necessary, refer to Fluid Level Sender Calibration in this section. (10) Do the Return to Service procedures or continue the applicable test(s). F.
Do a Test of the Low Level Switch. (1) Remove the anti-ice fluid from the tank. Refer to TKS Anti-Ice Fluid Tank Components Maintenance Practices. (2) Supply external electrical power to the airplane. (3) Put the EXTERNAL POWER switch on the pilot's switch panel in the BUS position. (4) For airplanes with the G1000 do the steps that follow: (a) Put the AVIONICS 1 switch to the ON position. (b) Put the AVIONICS 2 switch to the ON position. (5) Put the PRIMARY switch on the ANTI-ICE FLUID CONTROL switch panel in the NORM position. (6) Make sure that the A-ICE LOW FLUID (amber) CAS message shows on the EICAS display or the TKS annunciator shows WARN (amber) , as applicable. (7) Put the PRIMARY switch in the OFF position (8) Add 4.0 gallons of fluid to the tank. (9) Put the PRIMARY switch on the ANTI-ICE switch panel in the NORM position. (10) Make sure that the A-ICE LOW FLUID (amber) CAS message does not show on the EICAS display or the TKS annunciator does not show WARN, as applicable. (11) Make sure that there is no fluid leakage from the couplings. (12) Put the PRIMARY switch in the OFF position (13) Do the Return to Service procedures or continue the applicable test(s).
G.
Do a Test of the High Pressure Switch. (1) Supply external electrical power to the airplane. (2) Put the EXTERNAL POWER switch on the pilot's switch panel in the BUS position. (3) For airplanes with the G1000 do the steps that follow: (a) Put the AVIONICS 1 switch to the ON position. (b) Put the AVIONICS 2 switch to the ON position. (4) Connect a pressure gage and shutoff valve to the filter manifold outlet tube. (a) Close the shutoff valve. (5) Put the PRIMARY switch on the ANTI-ICE FLUID CONTROL switch panel in the HIGH position. (6) Monitor the pressure gage. (a) Wait until the pressure gage shows a 150 psi indication. NOTE:
This makes sure that the high pressure switch is operating correctly.
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Put the PRIMARY switch in the OFF position. Put the EXTERNAL POWER switch on the pilot's switch panel in the OFF position. Slowly open the shutoff valve. Disconnect the pressure gage and shutoff valve from the tube. Do the Return to Service procedures or continue the applicable test(s).
H.
Do a Test of the Timer Box. (1) Make sure that there is enough fluid in the tank to keep the pump from running dry during the test procedure. (2) Supply external electrical power to the airplane. (3) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the BUS position. (4) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel in the NORM position. (a) Make sure that each of the two pumps operate for 20 seconds, +3 or - 3 seconds. (5) Make sure that there is no fluid leakage from the fittings. (6) While the pumps are off, Put the ANTI-ICE-FLUID CONTROL, MAX FLOW switch in the AIRFRAME position. (a) Make sure that each of the two pumps operate for 120 seconds, +10 or - 20 seconds, and then do not operate for 100 seconds, +10 or -10 seconds. (7) Put the PRIMARY switch in the OFF position. (8) Do a test of the windshield pump. Refer to Do a Test of the Windshield Pump in this section. (9) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. (10) Do the Return to Service procedures or continue the applicable test(s).
I.
Do the Airplane Return to Service. NOTE:
After you have completed the applicable test(s), it is necessary to put the airplane back to its initial configuration.
(1) (2)
Make sure that there is no fluid leakage from the couplings. Make sure that all applicable connectors, fasteners, and couplings are installed correctly and safetied as necessary. Refer to Chapter 20, Safetying - Maintenance Practices. (3) Put the aft bulkhead in position in the cargo pod. (4) Turn the quarter-turn fasteners that attach the aft bulkhead to the drip pan and the cargo pod. (5) Install the screw and nut that attaches the bonding jumper to the bulkhead. (a) Make sure that there is a good electrical bond. Refer to Chapter 20, Electrical Bonding Maintenance Practices. (6) Install the screws and connect the antenna coaxial cable and conduit, if necessary. (7) Make sure that all circuit breakers are engaged. (8) Make sure that all system switches are in their initial positions. (9) Make sure that external electrical power is removed from the airplane. (10) Make sure that the cargo pod door(s) is closed. (11) Make sure that the floor and the airplane surfaces are clean.
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4.
TKS Anti-Ice Level Sender Calibration
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. NOTE:
To make sure that the level sender is calibrated correctly, you can do this calibration procedure. The voltmeter will show 0.0 VDC when the tank is empty and 5.0 VDC, +0.1 or -0.1 VDC when the tank is full.
NOTE:
When the tank is empty and the EICAS display or the gage shows 0.0 gallons, calibration of the empty adjustment is not necessary. You can then fill the tank and calibrate the level sender full adjustment.
NOTE:
Changes in the properties of the anti-ice fluid can occur because of differences between manufacturers, or if the fluid is new (fresh), or if the fluid has gone through the tank and TKS system, or if the fluid has been in the tank too long (the TKS system has not been operated). These fluid changes can cause different results in calibration.
A.
Calibrate the Level Sender (Refer to Figure 501). (1) Make sure that the airplane is level. Refer to Chapter 8, Leveling - Maintenance Practices. (2) Open the forward-center cargo pod door. (3) Connect one lead of the voltmeter to the SEND post of the level sender. (4) Connect the other lead of the voltmeter to the NEG post of the level sender. (5) Supply external electrical power to the airplane. (6) To calibrate the level sender with an empty tank, do the steps that follow: (a) Remove the protective coating from the EMPTY adjustment screw. NOTE:
This screw is on the right side (airplane's right side) of the level sender.
(b)
(7)
Use a screwdriver to turn the EMPTY adjustment screw counterclockwise until the voltage on the voltmeter does not go lower. Turn the screw clockwise until 0.0 VDC, +0.1 or -0.1 VDC, shows on the voltmeter. To calibrate the level sender with a full tank, do the steps that follow: (a) Remove the protective coating from the FULL adjustment screw. NOTE:
This screw is on the left side (airplane's left side) of the level sender.
(b) (8)
Use a screwdriver to turn the FULL adjustment screw until 5.0 VDC, +0.1 or -0.1 VDC, shows on the voltmeter. Remove external electrical power from the airplane.
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Level Sender Calibration Figure 501 (Sheet 1)
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Disconnect the leads of the voltmeter from the level sender. Put a protective coating on the adjustment screw(s). Close the cargo pod door. Clean the floor and the airplane surfaces as necessary.
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE SYSTEM - DESCRIPTION AND OPERATION FAIRING INSTALLATION 1.
2.
General A.
The TKS system is a fluid anti-ice system that helps prevent the formation of ice on the airplane surfaces. A monoethylene glycol/isopropyl alcohol/deionized water solution is the anti-ice fluid that is used for the TKS system. The fluid solution changes the freezing point and moves rearward on the surfaces. The surfaces the TKS system gives protection to are the wings, the horizontal stabilizers, the struts, the vertical stabilizer, the propeller, and windshield. Overspray from the propeller also protects portions of the fuselage. For a list of approved TKS anti-icing fluids, refer to Chapter 12, Replenishing - Description and Operation.
B.
Airplanes that have the optional TKS system also have the Low Airspeed Awareness (LAA) system installed. This system gives pilots a warning if the airspeed goes below 97.5 KIAS, +2 or -2 knots when operation is in icing conditions. For more data on the LAA system, refer to Low Airspeed Awareness System - Description and Operation (With TKS).
Description A.
The porous panels are laser-drilled titanium installed to the leading edges of the airplane flight surfaces. The panels give TKS ice protection for the wings, wing struts, horizontal and vertical stabilizers. A slinger ring gives ice protection to the propeller and a spray bar gives ice protection to the windshield. The TKS system is divided into two subsystems, the airframe system and the windshield system. The TKS system tank, metering pumps, and related components are installed in the fairing assembly on the bottom of the airplane fuselage. Refer to Figure 1, and Figure 2, and Figure 4. (1) The anti-ice fluid solution comes out of the airframe anti-ice system through flush-fitting titanium porous panels. A laser is used to drill the holes in the porous panels. The porous panels are installed on the leading edge of the wings, stabilizers, and struts. There are three panels on each wing, one panel on each strut, and one panel on each horizontal and vertical stabilizer leading edge. The system gives full protection of the wings leading edge, wing struts, horizontal and vertical stabilizer, but does not include the dorsal fin. The airframe system also includes the propeller slinger ring. (a) The outer skins of the ice protection panels are manufactured from 0.9 mm thick titanium. Titanium gives excellent strength, durability, light weight, and corrosion resistance. (b) The panel holes are 0.0025 inches in diameter, 800 per square inch. The porous area of the titanium panels covers the stagnation point travel on the applicable leading edge in the flight environment the airplane usually operates. (c) The back plates of the porous panels are manufactured with 0.7-mm thick titanium. The inboard wing only is 0.9-mm thick titanium. They are reservoirs for the ice protection fluid to supply all of the porous area. A porous membrane between the outer skin and the reservoir gives smooth flow and distribution through all the porous area of the panel. (d) The porous panels are bonded or attached as a cuff on a leading edge. Panels are bonded to the airframe with a two-part flexible adhesive. (e) Fluid is supplied to the panels and propeller by two positive displacement, constant volume metering pumps. The pumps give different flow rates to the panels and propeller. One pump operation, a combined pump mode, and timed operation give a range of flow rates for different icing conditions. (f) The fluid flows through microfilters before it gets to the porous panels and propeller. The filter removes contamination from the fluid and prevents panel blockage. A system of nylon tubing carries the fluid from the tank to the proportioning units that divide the flow into the volumetric requirements of each panel or device supplied through the unit. The proportioning units are located in the wings and tail of the aircraft and feed each panel and device through nylon tubing. (g) The system has a tank that gives the shortest required quantity of time for ice protection when the fluid is at the sight glass mark. The operation time quantity is more than the operation time given in AC 23.1419-2C. The tank gives a mount for the metering pumps. An isolated accessory bracket holds the windshield pump, timer box, a high pressure switch,
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TKS System Components Figure 1 (Sheet 1)
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TKS Anti-Ice System Flow Diagram Figure 2 (Sheet 1)
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TKS Anti-Ice System Instrument Panel Operation Devices Figure 3 (Sheet 1)
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TKS Fairing Components Figure 4 (Sheet 1)
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(2)
solenoid valve, check valves, and hardware for easier removal and installation. The tank assembly is installed in a fairing below the forward fuselage. Refer to Figure 1 and Figure 4 (h) The tank has a low level switch, that gives a warning annunciation at a given fluid level. The annunciation level occurs in the normal operation mode when there is only 20 minutes of fluid is in the tank with the system. (i) The external filler for the tank is on the left airplane fuselage at FS 176, WL 94.73. Refer to Chapter 12, Replenishing - Description and Operation. (j) The system operates through a series of three control switches. All modes of operation and selection for the metering pumps and the windshield pump are controlled through these devices. Refer to Figure 3 and Figure 4. (k) The serviceable condition of the TKS is monitored with CAS messages and indications that show on the G1000 displays. The windshield anti-ice system applies anti-icing fluid through a spray bar to the pilot's windshield. Refer to Chapter 30, TKS Windshield Spray Bar. (a) Fluid for the windshield spray bar system comes from an on-demand gear pump that is attached to the accessory bracket. The spray bar is operated if necessary to clear forward vision through the windshield.
B.
The system configuration has two main metering pumps. The pumps gives the supply mechanism for all modes of operation of the system, and a pump auxiliary system. The modes of operation are (1) NORMAL, (2) HIGH, (3) MAXIMUM, and (4) BACKUP. (1) NORMAL mode is 66% of the HIGH or design flow rate, and occurs when the two pumps operate for a time cycle of 17% on and 83% off. (2) HIGH mode is the design flow rate for the system and occurs when one pump is run continuously. (3) MAXIMUM mode is a flow rate that is used for a intermittent maximum icing condition, and occurs when both pumps run continuously. MAXIMUM mode is twice the flow rate of HIGH mode. (4) If there is a pump failure, The BACKUP mode gives power to the second pump. The BACKUP mode power is independent of the circuit used for the other modes.
C.
The operation of the TKS system is controlled by three switches on the left panel. The switches are PRIMARY, MAX FLOW, and BACKUP. Figure 3.
D.
The airframe and windshield spray bar anti-ice systems use the anti-icing tank which is in the fairing. The tank assembly is attached to the bottom of the aircraft. Remove the aft fairing to access the fluid tank equipment. To remove and/or install the tank, remove the forward and aft fairings. Refer to Figure 4. (1) Indications on the MFD display show the total fluid available for operation of both the airframe and windshield spray bar anti-ice systems. The tank fluid level monitor devices are electrically operated and receive inputs from a capacitance sensing level sender probe in the tank. Refer to, Figure 4. (2) In addition to the fluid level monitors, the tank has a low level switch. Refer to Figure 4. (a) The low level switch is monitored with a CAS message on the G1000 system. Refer to Table 2. (3) There is a fluid window on the left side of the fairing. At the fluid window you can see the tank sight glass that gives the fluid level indication. This can help you when you fill the tank. Refer to Figure 1 and Figure 4.
E.
The airframe and windshield spray bar anti-ice system have pumps installed on the tank and on the TKS accessory bracket in the fairing. Refer to Figure 4. (1) The anti-ice windshield spray bar pump and the two metering pumps are electric motor driven. (2) An assembly of five filters are installed downstream of the two airframe pumps. Each filter contains a replaceable element. The filter ports are marked IN and OUT for correct plumbing connection.
F.
Proportioning units are installed in four different locations on the airplane. Refer to Figure 2. (1) A seven-place proportioning unit is found in each wing leading edge outboard of the strut attach fittings. (2) A single-place proportioning unit is found in the feed line to the propeller under the floor near the copilot's seat.
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3.
A three-place proportioning unit is found on the floor of the tail cone (RBL 3.35, FS 374.75). This proportioning unit supplies the vertical stabilizer and each horizontal stabilizer.
G.
The proportioning units are metering units which supply anti-icing fluid at a predetermined flow rate for each individual porous panel. The proportioning units incorporate a manifold with calibrated capillary tubes which meter the fluid through the outlet ports. The outlets are marked 1, 2, 3, 4, 5, 6, and 7 on each wing's seven-place proportioning unit. Plumbing to the outlet ports must be connected as specified for proper operation. Refer to Figure 2.
H.
A total of three pressure switches are installed in the TKS system plumbing. There are two low pressure switches and one pressure switch in the system. The pressure switches transmit signals to show CAS messages on the G1000 displays. (1) One pressure switch is installed downstream of the two airframe metering pumps in the fairing. Refer to Figure 4. (a) The pressure switch is monitored with a CAS message on the G1000 displays. Refer to Table 2. (2) There are two low pressure switches to monitor the horizontal stabilizers leading edge panels with one pressure switch for each panel. (a) The low pressure switches are monitored with a CAS message that shows on the G1000 displays. Refer to Table 2.
I.
There are a total of two check valves installed in the fluid tube system downstream of the metering pumps in the fairing. The check valves prevent opposite fluid flow through the tube system.
J.
There is a solenoid valve installed between the tank and the windshield pump to make sure that the fluid in the tubes does not flow back in the tank when the pump is not operating.
K.
There is a strainer for the windshield pump mounted between the tank and the solenoid valve.
Operation A.
Operation of the TKS system is controlled by three FLUID CONTROL switches on the left switch panel. The switches are PRIMARY (SI022) MAX FLOW (SI023), and BACKUP (SI024). Refer to Figure 3 and Figure 4.
B.
There are a total of 18 different switch configurations possible with the three FLUID CONTROL switches. Only six of the switch configurations are usually correct. These switch configurations are shown in Table 1. NOTE:
The MAX FLOW switches only operate momentarily when pushed.
NOTE:
Timer: • Number one comes on for 20 seconds and goes off, and again each 100 seconds. • Number two comes on for 120 seconds and then goes off. • Number three comes on for four seconds and then goes off.
NOTE:
Table 1 gives the operation matrix for the FLUID CONTROL switches, pumps, and timers. Refer to Table 1.
NOTE:
Table 2 gives the CAS Message Triggers and corresponding CAS Messages. Refer to Table 2.
NOTE:
The MAX FLOW only operates with the NORM or HIGH switch ON.
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Table 1. Pumps Operation Matrix for the TKS Anti-Ice System With the G1000 Pumps Operation Matrix For the TKS Anti-Ice System With the G1000 CONTROL SWITCHES PRIMARY Off Norm
MAX FLOW
High
#1
#2 Max Flow
A-ICE A-ICE #3 Wind- NORM HIGH Shield (white) (white)
OFF
ON
OFF
OFF
ON
OFF
OFF
OFF
OFF OFF
OFF
OFF
ON
INT
INT
OFF
ON
ON
OFF
ON
OFF
OFF
ON
INT
OFF
OFF ON
OFF
OFF
ON
TRIP
OFF
INT
INT
ON
ON
OFF
ON
ON
OFF
TRIP
OFF
ON
OFF
ON
OFF OFF
ON
OFF
ON
OFF
OFF OFF
OFF
OFF OFF
OFF
OFF
OFF
OFF
OFF OFF
ON
OFF OFF
ON
OFF
OFF
OFF
OFF OFF
OFF
OFF OFF
OFF
OFF
OFF
ON
INT
ON
OFF
ON
OFF
OFF
ON
OFF
ON
ON
ON
OFF
OFF OFF
OFF
OFF
ON
TRIP
ON
INT
ON
OFF
ON
ON
OFF
ON
OFF
TRIP
ON
ON
ON
OFF
OFF ON
OFF
OFF
ON
TRIP
ON
INT
ON
ON
ON
OFF
ON
ON
OFF
TRIP
ON
ON
ON
ON
OFF OFF
ON
OFF
ON
ON
OFF ON
OFF
OFF OFF
OFF
OFF
OFF
ON
OFF ON
ON
OFF OFF
ON
OFF
OFF
ON
OFF ON
OFF
OFF OFF
OFF
OFF
OFF
#2
OFF
INT
INT
OFF
ON
TRIP
OFF
TRIP
ON ON ***
TRIP TRIP
*** ***
ON ON ON ON ON ON ***
ANNUNCIATORS G1000 CAS MESSAGE
#1
ON
ON
TIMERS
BACK UP
AirWindFrame Shield
ON
ON
PUMPS
TRIP TRIP
*** ***
WindShield
Table 2. Operation Matrix for the TKS Anti-Ice System With the G1000 TKS with G1000 CAS Message Triggers SWITCH LOW LEVEL SWITCH
LOW PRESSURE SWITCH
G1000 CAS Message HIGH PRESSURE SWITCH
ON ON ON
A-ICE LOW PRESS (red)
A-ICE HI PRESS (AMBER)
A-ICE LOW FLUID (AMBER)
ON
OFF
OFF
OFF
ON
OFF
OFF
OFF
ON
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE SYSTEM - MAINTENANCE PRACTICES FAIRING INSTALLATION 1.
2.
General A.
This section contains the removal and installation procedures for the TKS fluid tank, fluid tank components, filters assembly, and the accessory bracket.
B.
The equipment pack includes the Drain Shut Off Valve, Timer Box, Windshield Pump, Check valves, the Solenoid Valve, a Pressure Switch and a Strainer.
C.
The filter assembly is installed in the right side of the fairing, aft of the fluid tank assembly.
D.
When you remove and install or replace a TKS fluid tank, it is necessary to do the porous panel purge and test procedure. Refer to TKS Leading Edge Porous Panel - Adjustment/Test.
E.
When you remove and install, or replace a TKS fluid tank, you can calibrate the fluid level sender, if necessary. Refer to TKS Anti-Ice System - Adjustment/Test TKS Level Sender Calibration.
F.
For the removal and installation and test procedures for the tail bracket assembly (low pressure switches), refer to TKS Anti-Ice Fluid Distribution System - Maintenance Practices.
G.
Recommended maintenance to make sure that the TKS system operates correctly is as follows: • Operate the metering pumps each month, or when necessary, in the HIGH mode to remove the air from the fluid system. • When you remove and install, or replace a TKS fluid tank, do the porous panel purge and test procedures.
Tools and Equipment A.
3.
For a list of tools and equipment, (Refer to Ice and Rain Protection - General).
TKS Fairing Assembly Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths in accordance with approved procedures. A.
Remove the Aft Fairing (Refer to Figure 201). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Put a support below the aft fairing before you remove the screws. (5) Remove the screws that attach the aft fairing to the fore fairing.
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Remove the screws that attach the aft fairing to the airplane structure. Remove the aft fairing from the airplane.
B.
Install the Aft Fairing (1) Put the aft fairing in its position. (2) Install the screws that attach the aft fairing to the airplane structure. (3) Install the screws that attach the aft fairing to the forward faring. (4) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE.
C.
Remove the Forward Fairing (Refer to Figure 201 and Figure 204). (1) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (2) Drain the fluid from the fluid tank. Refer to TKS Tank Fluid Removal in this section. (3) If necessary, remove the filter assembly. Refer to Filter Assembly Removal/Installation in this section. (4) If necessary, remove the accessory bracket. Refer to Accessory Bracket Assembly Removal/ Installation in this section. (5) If the accessory bracket and filter assembly are not removed do the steps that follow: (a) Disconnect the accessory bracket wire harness from the tank wire harness. (b) Loosen the clamp that attaches the fluid tank drain tube to the fluid tank. (c) Remove the tube from the tank coupling. (d) Slowly loosen the nuts that attaches a fluid tank supply tube to each of the two check valves. (e) Remove the supply tubes from the check valves. (f) Slowly loosen the nut that attaches the windshield pump discharge tube to the bulkhead coupling. (g) Remove the windshield pump discharge tube from the bulkhead coupling. (h) Slowly loosen the nut that attaches the filter assembly discharge tube to the bulkhead unequal tee coupling. (i) Remove the filter assembly discharge tube from the bulkhead unequal tee coupling. (j) Put caps on all openings and tube ends to keep FOD out of the fluid system. (6) Disconnect the coaxial connectors from the transponder antenna(s). (7) Remove the sump control cable from the fairing (8) Remove the sump tube from the fairing. (9) Remove the shroud drain tube from the fairing. (10) Remove the fairing and cover from around the nose gear. (11) Put a support below the forward fairing before you remove the screws. (12) Remove the screws that attach the forward fairing to the airplane structure. (13) Using a thin nonmetallic scrapper, select a location at the left forward edge and a location at the right forward edge of the cargo pod where a fuselage internal structural member exists, and perforate the seal between the fuselage and pod. (14) Using two 6 to 8 foot lengths of 0.032 stainless steel safety wire, fabricate a seal cutting tool by twisting the two pieces of wire together using safety wire pliers. (15) Feed one end of the seal cutting tool through the two existing perforations on each side of the fairing. (16) With one person inside the pod and a second on the other side of the forward fairing, wrap the cutter wire at both ends around a block of wood or similar tool to serve as handles and begin sawing through the seal. (a) Insert wooden tongue depressors, or similar tool, between fuselage and forward fairing at 1 to 2 foot increments to prevent the seal from reattaching. (17) Remove fairing from the fuselage. (18) Carefully remove unwanted sealant from the fairing and fuselage.
D.
Install the Forward Fairing (Refer to Figure 201 and Figure 204). (1) Put the forward fairing in its position. (2) Apply sealant tape to the fairing flange. (3) Install the screws that attach the forward fairing to the airplane structure.
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MODEL 208 MAINTENANCE MANUAL (4) (5) (6) (7) (8) (9) (10) (11) (12)
(13) (14) (15) (16)
Seal fairing flange edge to fuselage with Type I Class B sealant. Install the nose gear cover. (a) Seal cover to fuselage, nose gear spring, and fairing with Type VIII, Class B sealant. Install the nose gear fairing. Install the sump control cable in the fairing Install the sump tube in the fairing. Install the fuel shroud drain tube. (a) Seal the drain tube with Type I Class B sealant inside and outside the fairing. If necessary, install the accessory bracket. Refer to Accessory bracket Removal/Installation in this section. If necessary, install the filter assembly. Refer to Filter Assembly - Removal/Installation in this section. If the accessory bracket and filter assembly were not removed do the steps that follow: (a) Connect the accessory bracket wire harness to the tank electrical connector. 1 Attach the wire harness to appropriate locations with tie wraps. (b) Remove the caps on all the openings and tube ends of the fluid system. (c) Put the drain tube in its position on the tank coupling. (d) Tighten the clamp that attaches the fluid tank drain tube to the fluid tank. (e) Put the supply tubes in their position on the check valves with new seals. (f) Slowly tighten the nuts that attaches a fluid tank supply tube to each of the two check valves. (g) Put the windshield discharge tube in its position on the bulkhead coupling with a new seal. (h) Slowly tighten the nut that attaches the windshield pump discharge tube to the bulkhead coupling. (i) Put the filter assembly discharge tube in its position on the bulkhead unequal tee coupling with a new seal. (j) Slowly tighten the nut that attaches the filter assembly discharge tube to the bulkhead unequal tee coupling. Connect the coaxial connectors to the two Transponder antennas. Do the fluid tank servicing if necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. Do a test of the TKS system. Refer to TKS Anti-Ice System - Adjustment/Test. Install the aft fairing. Refer to Install the Aft Fairing in this section.
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4.
TKS Fluid Removal
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, if necessary, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Fluid (Refer to Figure 201 and Figure 202). (1) Remove the aft fairing to get access to the fluid tank assembly. Refer to Remove the Aft Fairing in this section. (2) Put a container with a capacity of approximately 3 to 5 gallons below the drain tube outlet. NOTE: (3) (4) (5) (6) (7)
Remove the safety wire from the drain valve Push the lever to the open position on the drain valve to release the fluid. Pull the valve closed to stop the drain procedure. Safety the drain valve with wire. Refer to Chapter 12, TKS Anti-Ice System - Servicing for the servicing procedures. NOTE:
(8)
If necessary, a longer drain tube can be temporarily connected to the drain outlet to prevent fluid spill. The longer drain tube causes the fluid to drain more quickly.
You must calibrate the fluid level sender if the primary flight display (G1000) does not read zero when the TKS fluid tank is empty. Refer to TKS Anti-Ice System Adjustment/Test, TKS Level Sender Calibration.
Install the aft fairing. Refer to Install the Aft Fairing in this section.
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TKS System Installation Figure 201 (Sheet 1)
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TKS System Installation Figure 201 (Sheet 2)
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TKS System Installation Figure 201 (Sheet 3)
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TKS System Installation Figure 201 (Sheet 4)
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TKS System Installation Figure 201 (Sheet 5)
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TKS Nylon Tubing Assembly Figure 202 (Sheet 1)
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5.
Filter Assembly Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Filter Assembly (Refer to Figure 201 and Figure 202). (1) Remove external electrical power form the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (5) Loosen the nut on filter input tube at the tee on the accessory bracket. (6) Drain fluid in bucket. (7) Slowly loosen the nut that attaches input manifold elbow to the filter assembly. (8) Remove the elbow from the filter assembly. NOTE:
Use the removed elbow if new filter assembly is installed.
(9) Slowly loosen the nut that attaches the output manifold elbow to the filter assembly. (10) Remove elbow from the filter assembly. NOTE:
Use the removed elbow if new filter assembly is installed.
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MODEL 208 MAINTENANCE MANUAL (11) (12) (13) (14) B.
Put caps on all openings and tube ends to keep FOD out of the fluid system. Remove the screws that attach the filter assembly to the inner wall of the fairing. Remove the filter assembly from the fairing. If you are to install a new filter, remove the filter from the bracket.
Install the Filter Assembly (Refer to Figure 201 and Figure 202). (1) If you are to install a new filter, install the filter on the bracket. (2) Put the filter assembly in its position on the inner wall of the fairing. (3) Install the screws that attach the filter assembly to the fairing. (4) Remove the caps from the tube ends. (5) Install new seals on the tubes and manifold elbows as shown in Figure 202. (6) Install the input manifold elbow if removed. (7) Put the input tube in its position on the input manifold elbow. (8) Slowly tighten the nut that attaches the tube to the input manifold elbow. (9) Install the output manifold elbow if removed. (10) Put the discharge tube in its position on the output manifold elbow. (11) Slowly tighten the nut that attaches the discharge tube to the output manifold elbow. (12) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (13) Do the fluid tank servicing if necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (14) Supply external electrical power to the airplane. (15) Put the EXTERNAL POWER switch (S17) on the circuit breaker switch panel to the BUS position. (16) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel to the HIGH position. (a) Make sure that there is no fluid leakage from the couplings. (17) Purge air from the TKS system. Refer to TKS Anti-Ice Leading Edge Porous Panel - Adjustment/ Test. (18) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch on the left switch panel to the OFF position. (19) Put the EXTERNAL POWER switch on the circuit breaker switch panel to the OFF position. (20) Remove external electrical power from the airplane. (21) Install the aft fairing. Refer to Install the Aft Fairing in this section.
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6.
TKS Accessory Bracket Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Accessory Bracket (Refer to Figure 201 and Figure 202). (1) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (2) Remove external electrical power from the airplane. (3) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (4) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (5) Make sure that the fluid is drained from the fluid tank . Refer to TKS Fluid Removal in this section. (6) Disconnect the electrical connector from the tank electrical harness. (7) Slowly loosen the nut that attaches the outlet tube to the bulkhead unequal tee. (8) Remove the tube from the T-fitting. (9) Loosen the clamp that attaches the fluid tank drain tube to the strainer assembly. (10) Remove the tube from the strainer. (11) Slowly loosen the nuts that attach the fluid tank supply tubes to each of the two check valves. (12) Remove the tube from each of the two check valves. (13) Slowly loosen the nut that attaches the discharge tube to the windshield pump coupling. (14) Remove the discharge tube from the windshield pump. (15) Put caps on all openings and tube ends to keep FOD out of the fluid system.
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MODEL 208 MAINTENANCE MANUAL (16) Remove the screws and washers that attach the accessory bracket to the bottom of the fairing. (17) Remove the accessory bracket from the fairing. B.
Install the Accessory Bracket (Refer to Figure 201 and Figure 202). (1) Put the accessory bracket in its position on the bottom of the fairing. (2) Install the screws and washers that attach the accessory bracket to the fairing. (3) Remove the caps from the tube ends. (4) Install new seals in the couplings as shown in Figure 202. (5) Put the tube in its position on the bulkhead unequal tee. (6) Slowly tighten the nut that attaches the tube to the unequal tee. (7) Put the drain tube in its position on the strainer. (8) Slowly tighten the clamp that attaches the drain tube to the strainer. (9) Put the tubes in their position on each of the two check valves. (10) Slowly tighten the nut that attach the fluid tank supply tubes to each of the two check valves. (11) Put the discharge tube in its position the windshield pump. (12) Slowly tighten the nut that attaches the discharge tube to the windshield pump coupling. (13) Connect the electrical connector to the tank electrical harness. (14) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (15) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (16) Do a test of the TKS system. Refer to TKS Anti-Ice System - Adjustment/Test. (17) Install the aft fairing. Refer to Install the Aft Fairing in this section.
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7.
TKS Fluid Tank Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Fluid Tank (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Put the BATTERY switch (SC005) on the circuit breaker switch panel, in the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the forward and aft TKS fairings. Refer to TKS Fairing Assembly Removal/Installation in this section. (5) Make sure that the fluid is drained from the fluid tank . Refer to TKS Fluid Removal in this section. (6) Identify and disconnect the fluid tank electrical connectors from the airplane fuselage connector. (7) Remove floor covering. Refer to FLOOR COVERING/CONTROL COLUMN COVER Maintenance Practices. (8) Remove floor panels, (232BC), (231DL), and (232BR). Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (9) Loosen, but do not remove the filler tube clamp at the filler neck on the fluid tank. (a) Remove the filler tube from the filler neck. (10) Loosen, but do not remove the vent hose clamps at the necks on the fluid tank. (a) Remove the vent tubes from the vent necks.
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MODEL 208 MAINTENANCE MANUAL (11) Put caps on all openings and tube ends to keep FOD out of the fluid system. (12) Slowly loosen the nut that attaches the fluid tank supply tube to each of the two pump outlet tees. (a) Remove the tubes from each of the two pump outlet tees. (13) Put caps on all openings and tube ends to keep FOD out of the fluid system. (14) Put a support below the fluid tank before you remove the screws. (15) Remove the bottom screws from the fore, aft, left and right shear plates that attach the fluid tank to the fuselage structure. (16) Loosen the strap T-bolt on the forward strap assembly of the fluid tank. (17) Loosen the strap T-bolt on the aft strap assembly of the fluid tank. (18) Disconnect the forward and aft strap assemblies. (19) Carefully lower the fluid tank assembly. (20) Make sure that all openings and tube ends have caps installed. B.
Install the Fluid Tank (Refer to Figure 201 and Figure 202). (1) Remove the caps from the components that follow: • Pump outs • Drain tube • Filler neck • Vent neck. (2) Remove the caps from the vent tubes. (3) Carefully lift the fluid tank assembly. (a) Align the shear plates to the attach points. (4) Install the bottom screws that attach the fluid tanks fore, aft, left, and right shear plates to the airplane structure. (5) Put each of the two straps together with its related T-bolt. (6) Torque the T-bolt in each of the two tank straps to 20 inch-pounds (2.25 N-m). (7) Put the filler tube in its position on the filler neck of the fluid tank. (8) Wrap tape around the tube end. (9) Tighten the tube clamp that attaches the filler tube to the filler neck. (a) Make sure that the clamp is positioned on the filler tube tape before you tighten the clamp. (10) Put the vent tubes in position on the vent necks of the fluid tank. (11) Tighten the tube clamps that attach the vent tubes to the vent necks. (12) Put the drain tube in its position on the strainer. (13) Tighten the clamp that attaches the fluid tank drain tube to the strainer assembly. (14) Put the supply tubes on each of the two pump outlet tees with new seals in their positions. Refer to Figure 202. (15) Tighten the nuts that attach the supply tubes to each of the two pump outlet tees on the fluid tank. (16) Connect all the electrical connectors to the airplane fuselage connector. (17) Install the forward fairing. Refer to Install the Forward Fairing in this section. (18) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. NOTE:
You must calibrate the fluid level sender if the primary flight display (G1000) does not read zero when the TKS fluid tank is empty. Refer to TKS Anti-Ice SystemAdjustment/Test, TKS Level Sender Calibration.
(19) Do a test of the fluid tank components. Refer to TKS Anti-Ice System - Adjustment/Test. (20) Install the aft fairing. Refer to Install the Aft Fairing in this section. (21) Install the access panels (232BC), (231DL), and (232BR). Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (22) Install the floor covering.
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8.
Metering Pump Assembly Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, if necessary, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. NOTE: A.
The removal and installation of metering pump 1 and metering pump 2 are typical.
Remove the Metering Pump (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (5) Make sure that the fluid is drained from the fluid tank . Refer to TKS Fluid Removal in this section. (6) If necessary, remove the accessory bracket to get access to the pump. Refer to TKS Accessory Bracket Removal/Installation in this section. (7) Identify and disconnect the electrical connectors from the pump. (8) Slowly loosen the nut that attaches the output tube to the pump outlet tee. (9) Remove the tube from the pump. (10) Put caps on all openings and tube ends to keep FOD out of the fluid system. (11) Remove the screws that attach the pump to the fluid tank bracket. (12) Remove the pump from the bracket.
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Install the Metering Pump (Refer to Figure 201 and Figure 202). (1) If installing the same pump that was removed, install new seals on the pump. (2) Apply a light layer of TKS fluid on the seals between the fluid tank and the pump hose adapter. (3) Put the pump in its position in the pump bracket. (4) Install the screws that attach the pump to the fluid tank bracket. (a) Make sure that the ground terminal is installed under one of the screws. (5) Install the electrical connectors to the pump. (6) Remove the caps from the tube ends. (7) Install new seals in the couplings as shown in Figure 202. (8) Put the output tube in its position on the pump. (9) Tighten the nut that attaches the output tube to the pump. (10) If removed, install the accessory bracket. Refer to TKS Accessory Bracket Removal/Installation in this section. (11) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (12) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (13) Do a test of the pump. Refer to TKS Anti-Ice System - TKS Anti-Ice System, Do a Test of Metering Pump 1 and Do a Test of Metering Pump 2 (14) Install the aft fairing. Refer to Install the Aft Fairing in this section.
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9.
Windshield Pump Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Windshield Pump (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Make sure that the fluid is drained from the fluid tank . Refer to TKS Fluid Removal in this section. (5) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (6) Identify and disconnect the electrical connector from the pump. (7) Slowly loosen the nut that attaches the supply tube to the pump. (8) Remove the supply tube from the pump. (9) Slowly loosen the nut that attaches the discharge tube to the pump coupling. (10) Remove the discharge tube from the pump. (11) Put caps on all openings and tube ends to keep FOD out of the fluid system. (12) Remove the screws and washers that attach the pump to the accessory bracket. (13) Remove the pump from the accessory bracket.
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10.
Install the Windshield Pump (Refer to Figure 201 and Figure 202). (1) Put the pump in its position on the accessory bracket. (2) Install the screws, washers, and spacers that attach the pump to the accessory bracket. (3) Connect the electrical connector to the pump. (4) Remove the caps from the tube ends. (5) Install new seals in the couplings as shown in Figure 202. (6) Put the supply hose in its position on the pump. (7) Tighten the pump coupling nut to attach the supply tube to the pump. (8) Put the discharge hose in its position on the pump. (9) Tighten the pump coupling nut to attach the discharge tube to the pump. (10) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (11) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (12) Do a test of the windshield pump. Refer to TKS Anti-Ice System - Adjustment/Test, Do a Test of the Windshield Pump. (13) Install the aft fairing. Refer to Install the Aft Fairing in this section.
Fluid Level Sender Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. A.
Remove the Fluid Level Sender (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the cockpit floor covering. Refer to FLOOR COVERING/CONTROL COLUMN COVER - Maintenance Practices.
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Remove the cockpit floor access panel 232BC .
WARNING: Do not remove hoses under pressure. This procedure will result in release of refrigerant into the atmosphere. Removing hoses under pressure may also result in personal injury if hose ends are not restrained. (6) (7) (8) (9)
If necessary, disconnect and move the air conditioning lines to get access to the level sender. Refer to Chapter 21, R134A Air Conditioning - Maintenance Practices, Air Conditioning Plumping Removal/Installation. Identify and disconnect the electrical wiring leads from the sender electrical posts. Remove the screws that attach the sender to the fluid tank access panel. Carefully remove the sender from the access panel. NOTE:
Do not damage the sender sensor.
(10) Install a temporary cover on the opening to keep FOD out of the fluid system. (11) Discard the gasket. B.
Install the Fluid Level Sender (Refer to Figure 201 and Figure 202). (1) Remove the temporary cover from the access panel opening. (2) Put the sender and a new gasket in their position on the access panel.
(3) (4) (5) (6) (7) (8)
(9)
NOTE:
Be careful not to damage the sensor.
NOTE:
Be careful to not push the three wires down through the hole.
Install the screws that attach the sender to the access panel. Connect the electrical wiring leads to the sender negative, positive, and send posts. If necessary, connect the air conditioning lines. Refer to Chapter 21, R134A Air Conditioning Maintenance Practices, Air Conditioning Plumping Removal/Installation. Install the cockpit floor access panel,232BC. Install the cockpit floor covering. Refer to Chapter 25, FLOOR COVERING/CONTROL COLUMN COVER - Maintenance Practices. Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. Do the fluid tank servicing if necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. NOTE:
You must calibrate the fluid level sender if it does not read zero when it is empty. Refer to TKS Anti-Ice System - Adjustment/Test.
(10) Do a test of the sender. Refer to TKS Anti-Ice System - Adjustment/Test.
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Low Level Switch Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Low Level Switch (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the aft TKS fairing. Refer to TKS Fairing Assembly - Removal/Installation in this section. (5) If necessary, remove the accessory bracket. Refer to Accessory Bracket Assembly Removal/ Installation in this section. (6) Identify and disconnect the electrical connector from the switch. (7) Remove the low level switch from the fluid tank. Refer to Figure 201. NOTE: (8)
B.
A deep socket modified to accommodate the switch wiring is necessary.
Put a cover on the switch opening to keep FOD out of the fluid system.
Install the Low Level Switch (Refer to Figure 201 and Figure 202). (1) Remove the cover from the low level switch opening.
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Mark the switch where the wires exit to identify the top of the switch. Put Type I Class B sealer on the switch threads. Install the switch in the fluid tank. Refer to Figure 201. NOTE:
(5) (6) (7)
(8)
Make sure that you install the switch correctly so the mark you made on the switch is on top. If you install the float correctly, it moves vertically.
Connect the electrical connector to the switch. Refer to Accessory Bracket Assembly If removed, install the accessory bracket. Removal/Installation in this section. Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. NOTE:
You must calibrate the fluid level sender if the primary flight display (G1000) does not read zero when the TKS fluid tank is empty. Refer to TKS Anti-Ice System Adjustment/Test, TKS Level Sender Calibration.
Do a test of the level switch. Refer to TKS Anti-Ice System - Adjustment/Test, Do a Test of the Low Level Switch. (10) Install the aft fairing. Refer to Install the Aft Fairing in this section.
(9)
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12.
Pressure Switch Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Pressure Switch (Refer to Figure 201 and Figure 202). (1) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (2) Remove external electrical power from the airplane. (3) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (4) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (5) Identify and disconnect the electrical connector from the switch. (6) Disconnect the pallet output tube. (7) Put the pallet output tube in bucket to drain tubing. (8) Slowly loosen and disconnect the coupling nut that attaches the input tube to the switch. (9) Remove the tube from the switch. (10) Slowly loosen and disconnect the coupling nut that attaches the output tube to the switch. (11) Remove the tube from the switch. (12) Put caps on all openings and tube ends to keep FOD out of the fluid system. (13) Remove the screws that attach the switch bracket to the equipment pack. (14) Remove the switch and bracket. (15) Remove the bracket from the switch.
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13.
Install the Pressure Switch (Refer to Figure 201 and Figure 202). (1) Put the switch in its position in the switch bracket. (2) Install the screws and spacers that attach the switch to the bracket. (3) Put the switch and bracket in its position on the equipment pack. (4) Install the screws that attach the switch and bracket to the equipment pack. (5) Remove the caps from the tube ends. (6) Install new seals for the input tube. (7) Put the input tube in its position on the couplings. (8) Tighten the coupling nut that attaches the input tube to the switch. (9) Install new seals for the output tube. (10) Put the output tube in its position on the couplings. (11) Tighten the coupling nut that attaches the output tube to the switch. (12) Connect the electrical connector to the switch. (13) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (14) Do the fluid tank servicing if necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (15) Do a test of the switch. Refer to TKS Anti-Ice System - Adjustment/Test, Do a Test of the Pressure Switch. (16) Install the aft fairing. Refer to Install the Aft Fairing in this section.
Timer Box Removal/Installation A.
Remove the Timer Box (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (5) Identify and disconnect the electrical connector from the timer box. (6) Remove the screws that attach the timer box to the accessory bracket. (7) Remove the timer box.
B.
Install the Timer Box and/or Wire Bundle (Refer to Figure 201 and Figure 202). (1) Put the timer box in its position on the accessory bracket. (2) Install the screws that attach the timer box to the accessory bracket. (a) Make sure that you install the grounding terminal under one of the screws. (3) Connect the electrical connector to the timer box. (4) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (5) Do the fluid tank servicing if necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (6) Do a test of the fluid tank components. Refer to TKS Anti-Ice System - Adjustment/Test. (7) Install the aft fairing. Refer to Install the Aft Fairing in this section.
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Solenoid Valve Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Solenoid Valve (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (5) Remove the fluid from the fluid tank. Refer to TKS Fluid Removal in this section. (6) Identify and disconnect the electrical connector from the valve. (7) Slowly loosen and disconnect the solenoid valve coupling nut that attaches the input tube to the valve. (8) Remove the tube from the valve. (9) Slowly loosen and disconnect the valve coupling nut that attaches the output tube to the valve. (10) Remove the tube from the valve. (11) Put caps on all openings and tube ends to keep FOD out of the fluid system. (12) Remove the screws that attach the solenoid valve to the accessory bracket. (13) Remove the solenoid valve.
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Install the Solenoid Valve (Refer to Figure 201 and Figure 202). (1) Put the solenoid valve in its position in the valve bracket. (2) Install the screws that attach the valve to the fluid tank bracket. (3) Remove the caps from the tube ends. (4) Install new seals in the couplings as shown in Figure 202. (5) Put the input tube in its position on the coupling. (6) Tighten the coupling nut that attaches the input tube to the valve. (7) Put the output tube in its position on the coupling. (8) Tighten the coupling nut that attaches the output tube to the valve. (9) Connect the electrical connector to the valve. (10) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (11) Do the fluid tank servicing if necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (12) Put external electrical power on the airplane. (13) Put the EXTERNAL POWER switch (S17) on the circuit beaker switch panel to the BUS position. (14) Put the MAX FLOW switch to the WINDSHIELD position. (a) Make sure that there is no fluid leakage from the couplings. (b) Make sure that fluid comes out of the windshield spray bar. (15) Put the EXTERNAL POWER switch on the circuit breaker switch panel to the OFF position. (16) Remove external electrical power from the airplane. (17) Install the aft fairing. Refer to Install the Aft Fairing in this section.
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15.
Check Valve Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Check Valve (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (5) Remove fluid from the TKS tubing. (a) Disconnect the pallet output tube. (b) Put the pallet output tube in bucket to drain tubing. (6) Slowly loosen the coupling nut that attaches the output tube to the check valve. (7) Remove the output tube from the check valve. (8) Slowly loosen the coupling nut that attaches the supply tube to the check valve. (9) Remove the supply tube from the check valve. (10) Put caps on all openings and tube ends to keep FOD out of the fluid system. (11) Remove the screw that attaches the check valve clamp to the accessory bracket. (12) Remove the check valve from the equipment pack.
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Install the Check Valve (Refer to Figure 201 and Figure 202). (1) Put the valve and its clamp in their position on the accessory bracket. (a) Make sure that the fluid flow direction is correct. (2) Install the screw and spacer that attaches the valve clamp to the accessory bracket. (3) Remove the caps from the tube ends. (4) Install new seals on the tube ends as shown in Figure 202. (5) Put the input tube in its position on the coupling. (6) Tighten the coupling nut that attaches the input tube to the valve. (7) Put the output tube in its position on the couplings. (8) Tighten the coupling nut that attaches the output tube to the valve. (9) Safety all the tube couplings. Refer to Chapter 20, Safetying - Maintenance Practices. (10) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (11) If necessary, do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (12) Put external electrical power on the airplane. (13) Put the EXTERNAL POWER switch (S17) on the circuit breaker switch panel to the BUS position. (14) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel to the HIGH position. (15) Put the BACKUP switch in the ON position. (a) Make sure that there is no fluid leakage from the check valve couplings. (b) Make sure that fluid flows from the outlet tube. (16) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel to the OFF position. (17) Put the BACKUP switch in the OFF position. (18) Connect the output tube. (19) Put the EXTERNAL POWER switch on the circuit breaker switch panel to the OFF position. (20) Remove external electrical power from the airplane. (21) Install the aft fairing. Refer to Install the Aft Fairing in this section.
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16.
Sight Glass Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. A.
Remove the Sight Glass (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the forward and aft fairings. Refer to TKS Fairing Assembly Removal/Installation in this section. (5) Make sure that the fluid is drained from the fluid tank . Refer to TKS Fluid Removal in this section. (6) Slowly open the tube clamps that are connected to the sight glass. (7) Remove the sight glass (and ball) from the fluid tank. (8) Put caps on all openings and tube ends to keep FOD out of the fluid system.
B.
Install the Sight Glass (Refer to Figure 201 and Figure 202). (1) Remove the caps from the tube ends. (2) Put the sight glass (and ball) in its position in the sight glass brackets. (3) Crimp the tube clamps. (4) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (5) Install the forward fairing. Refer to Install the Forward Fairing in this section. (6) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (a) Make sure that the sight glass tubes do not leak. (b) Make sure that the ball moves freely in the tube. (7) Install the aft fairing. Refer to Install the Aft Fairing in this section.
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17.
Drain Valve Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. A.
Remove the Drain Valve (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (5) Remove the safety wire from the valve. (6) Remove the fluid from the fluid tank. Refer to TKS Fluid Removal in this section. (7) Loosen the drain tube nut. (8) Remove drain tube from the drain valve. (9) Remove the nut and washer that attach the drain valve to the accessory bracket. (10) Remove the valve from the accessory bracket.
B.
Install the Shutoff Valve (Refer to Figure 201 and Figure 202). (1) Put the drain valve in its correct position on the accessory bracket. (2) Install the valve with the nut and washer. (3) Put the drain tube in its position on the valve. (4) Tighten the nut that attaches the drain tube to the valve. (5) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (6) Safety wire the valve in the closed position. (7) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (a) Make sure that there is no fluid leakage from the valve. (8) Install the aft fairing. Refer to Install the Aft Fairing in this section.
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18.
Fluid Filler Tube Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. Refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, if necessary, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Filler Tube (Refer to Figure 201, and Figure 203). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the floor coverings necessary to get access to the filler tube. Refer to Floor Covering/ Column Cover - Maintenance Practices. (5) Remove floor panels (251AL), (251BL), (251CL), (232BC), and (251HL), to get access to the filler tube. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (6) At the left side of the cabin interior at FS 176.00, WL 94.73 remove airplane side wall. (7) Loosen, but do not remove the hose clamp at the fluid tank filler neck. (8) Remove the filler tube from the filler neck. (9) At the left side of the cabin interior at FS 176.00, WL 94.73 loosen the filler tube clamp on the filler port sleeve. (10) Remove the filler tube from the filler port sleeve. (11) Cut the tie wraps at the tube mounts and remove the tie wraps from the airplane. (a) Make sure that you remove the cut tie wraps from the airplane.
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TKS Filler and Vent Tube Installation Figure 203 (Sheet 1)
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Fuel Sump Assembly Installation Figure 204 (Sheet 1)
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Fuel Sump Assembly Installation Figure 204 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL (12) Carefully remove the filler tube from the airplane floor structure. (13) Put caps on all openings to keep FOD out of the fluid system. B.
Install the Filler Tube (Refer to Figure 201, and Figure 203). (1) Remove the caps from the openings. (2) Prepare the end of the hose to fit on the filler port sleeve: (a) Unwrap the string from the hose that will go over the filler port sleeve. (b) Use pliers to pull the wire so that on the part of the hose that will go over the filler port sleeve, the wire is straight. 1 Make sure that you do not make a tight bend in the wire. Make sure that you do not damage the tube wall. 2 (c) Cut off the part of the string and wire that go past the end of the tube. (3) Prepare the end of the hose to fit on the filler neck: (a) Unwrap the string from the hose that will go over the filler neck. (b) Use pliers to pull the wire so that on the part of the hose that will go over the filler neck, the wire is straight. 1 Make sure that you do not make a tight bend in the wire. 2 Make sure that you do not damage the tube wall. (c) Cut off the part of the string amnd wire that go past the end of the tube. (4) Install the filler tube through the correct openings in the floor structure. NOTE: (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)
(15) (16) (17) (18)
The correct routing of the filler tube has openings with grommets or mounts installed to prevent damage to the tube.
Put the filler tube in its position on the filler port sleeve. Wrap silicone tape around tube where clamp is installed. Put the tube clamp in its correct position on the tube where the tape is wrapped. Tighten the tube clamp at the filler port sleeve. (a) Make sure that the clamp is positioned on the filler tube tape before you tighten the clamp. (b) Make sure that the clamp tightening screw is not positioned over the wire. Put the filler tube in its position on the fluid tank filler neck. Wrap silicone tape around tube where clamp is installed. Put the tube clamp in its correct position on the tube where the tape is wrapped. Tighten the hose clamp on the fluid tank filler neck. (a) Make sure that the clamp is positioned on the filler tube tape before you tighten the clamp. (b) Make sure that the clamp tightening screw is not positioned over the wire. Install tie wraps at the tube mounts. Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. Do the fluid tank servicing if necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. Install the floor panels (251AL), (251BL), (251CL), (252BC), and (251HL). Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. Install the floor coverings. Refer to Floor Covering/Column Cover - Maintenance Practices. Install the aft fairing. Refer to Install the Aft Fairing in this section.
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19.
Fluid Filler Port Assembly Removal/Installation
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, if necessary, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. A.
Remove the Filler Port Assembly (Refer to Figure 201, and Figure 202). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Open the filler cap. (5) At the left side of the cabin interior at FS 176.00, WL 94.73 loosen the filler tube clamp on the filler port sleeve. (6) Remove the filler tube from the filler port sleeve. (7) Remove the screws, nuts, and washers that attach the filler port plate, filler port sleeve, and gaskets to the airplane skin. (8) Put caps on all openings to keep FOD out of the fluid system.
B.
Install the Filler Port Assembly (Refer to Figure 201, and Figure 202). (1) Remove the caps from the openings. (2) Put the filler port sleeve gasket in its position at the cabin interior.
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Hold the filler port sleeve, filler port plate gasket and filler port plate in their position. NOTE:
Make sure that the filler port plate is positioned with the slots at the top and bottom so the cap will fit correctly.
Install the screws, nuts, and washers that attach the filler port sleeve, filler port plate gasket and filler port plate to the airplane skin. (5) Put the filler tube in its position on the filler port sleeve. (6) Wrap silicone tape around tube where clamp is installed. (7) Put the tube clamp in its correct position on the tube where the tape is wrapped. (8) Tighten the tube clamp at the filler port sleeve. (9) Close the filler cap. (10) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (11) Do the fluid tank servicing if necessary. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (4)
20.
Vent Tube Removal/Installation A.
Remove the Vent Tube (Refer to Figure 201, and Figure 203). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Remove the floor covering. Refer to Chapter 25, Floor Covering/Column Cover - Maintenance Practices. (5) Remove the floor panels (251CL), (251BL), (251HL), (231DL), (232BC), (232DR), AND (232BR). Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (6) At the left side of the cabin interior at FS 176.00, WL 94.73 remove airplane side wall. (7) Cut the tie wraps at the tube mounts. (8) Loosen the clamps at the fluid tank, vent weldment, and at the vent tube tee. (9) Remove the vent tube from the airplane.
B.
Install the Vent Tube (Refer to Figure 201, and Figure 203). (1) Remove the caps from the openings. (2) Install the vent tube through the correct openings in the floor structure. NOTE:
The correct routing of the filler tube has openings with grommets installed to prevent damage to the tube.
Put the vent tube in its position on the vent weldment. Tighten the tube clamp at the vent weldment. Put the vent tube in its correct position on the fluid tank vent port. Tighten the hose clamp at the fluid tank vent port. Put the vent tubes in their correct position on the vent tube tee. Tighten the tube clamps at the vent tube tee. Install tie wraps at the tube mounts. Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (11) Install the floor panels (251CL), (251BL), (251HL), (231DL), (232BC), (232DR), AND (232BR). Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (12) Install the floor coverings. Refer to Floor Covering/Column Cover - Maintenance Practices. (13) Install the aft fairing. Refer to Install the Aft Fairing in this section. (3) (4) (5) (6) (7) (8) (9) (10)
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21.
Pump Strainer Removal/Installation A.
Remove the Pump Strainer (Refer to Figure 201). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (4) Drain the fluid tank. (5) Remove the clamp from the weld assembly. (6) Cut and remove the safety wire. (7) Unscrew strainer from weld assembly. (8) Check and make sure that there is not any foreign objects in the weld assembly.
B.
Install the Pump Strainer (Refer to Figure 201). (1) With a new O-ring and seal, screw the strainer on the weld assembly. NOTE: (2) (3) (4) (5) (6)
Make sure that the seal is next to the hex head on the strainer.
Put the clamp in its correct position on the weld assembly. Tighten the clamp on the weld assembly. Safety wire the clamp. Service the tank Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE.
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22.
TKS Fluid Contamination (Fuel) Removal
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, if necessary, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 202. This will help to prevent fluid leakage from the coupling. CAUTION: Do not operate the windshield pump for more than 10 seconds continuously, and wait 10 seconds between pump operations before you operate the pump again. Damage to the windshield pump can occur if the pump is operated for more than the specified limit. A.
Remove the TKS Fluid Contamination (Fuel) (Refer to Figure 201). (1) Remove the aft fairing. Refer to Remove the Aft Fairing in this section. (2) Remove external electrical power from the airplane. (3) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (4) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (5) Drain the TKS fluid from the fluid tank . Refer to TKS Fluid Removal in this section. (6) Disconnect the filter inlet tube from the filter inlet manifold assembly. (a) Put the inlet tube end into a bucket with a capacity of approximately 3 to 5 gallons. (7) Disconnect the windshield pump outlet tube from the fuselage connector. (a) Put the open tube end into a bucket with a capacity of approximately 1 gallon.
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(20) (21)
(22) (23)
Fill the fluid tank with a water and mild detergent mixture. Drain the water and mild detergent mixture from the fluid tank. Fill the fluid tank with water. Drain the water from the fluid tank. Remove the Fluid Level Sender. refer to Fluid Level Sender Removal/Installation in this section. Clean the fluid level sender with a water and mild detergent mixture. Flush the fluid level sender with water until no contamination shows. Install the Fluid Level Sender. Refer to Fluid Level Sender Removal/Installation in this section. Add 10 gallons (37.84 liters) of TKS fluid to the fluid tank. Supply external electrical power to the airplane. Put the EXTERNAL POWER switch (SC006) on the circuit breaker switch panel in the BUS position. Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel to the HIGH position to start pump 1. Put the ANTI-ICE-FLUID CONTROL, MAX FLOW switch (SI023) on the left switch panel to the AIRFRAME position, then release the switch. (a) Let the TKS fluid flow into the bucket at the filter inlet tube for one full cycle of approximately 2 minutes. Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch to the OFF position. Put the ANTI-ICE-FLUID CONTROL, MAX FLOW switch (SI023) on the left switch panel to the WINDSHIELD position, then release the switch. NOTE:
The windshield pump will start and operate when you put the spring-loaded MAX FLOW switch to the WINDSHIELD position.
Let the TKS fluid flow into the bucket at the windshield pump outlet tube for one full cycle of approximately 4 seconds. Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. Remove external electrical power from the airplane. If the system was operated with fuel contamination in the fluid, replace the filter assembly. Refer to Filter Assembly Removal/Installation in this section. (a)
(24) (25)
(26) (27)
NOTE:
If there was fuel contamination in the fluid, but system was not operated, it is not necessary to replace the filter assembly.
(28) (29) (30) (31)
Connect the filter inlet tube with a new O-ring to the filter inlet manifold assembly. Connect the windshield pump outlet tube with a new O-ring to the fuselage connector. Supply external electrical power to the airplane. Put the EXTERNAL POWER switch (SC006) on the circuit breaker switch panel in the BUS position. (32) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (33) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel to the HIGH position to start pump 1.
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MODEL 208 MAINTENANCE MANUAL (34) If the filter assembly was replaced, put the ANTI-ICE-FLUID CONTROL, BACKUP switch (SI024) on the left switch panel to the ON position to start pump 2. (a) Let the system operate for approximately 5 minutes until there are no air bubbles in the TKS fluid flow from the porous panels on the wing, wing strut, and horizontal and vertical stabilizer leading edges. NOTE:
If necessary, you can let the system operate for more than 5 minutes until the fluid flow is normal across all porous panels.
(b)
If fluid flow at any of the porous panels does not become normal, do the porous panel purge and test procedure for the applicable porous panel(s). Refer to TKS Leading Edge Porous Panel - Adjustment/Test. (35) If the filter assembly was not replaced, put the ANTI-ICE-FLUID CONTROL, MAX FLOW switch (SI023) on the left switch panel to the AIRFRAME position, then release the switch. (a) Let the TKS fluid flow from the porous panels on the wing, wing strut, and horizontal and vertical stabilizer leading edges for one full cycle of approximately 2 minutes. NOTE:
If necessary, you can do more MAX FLOW cycles until the fluid flow is normal across all porous panels.
If fluid flow at any of the porous panels does not become normal, do the porous panel purge and test procedure for the applicable porous panel(s). Refer to TKS Leading Edge Porous Panel - Adjustment/Test. (36) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch to the OFF position. (37) Put the ANTI-ICE-FLUID CONTROL, BACKUP switch to the OFF position. (38) Put the ANTI-ICE-FLUID CONTROL, MAX FLOW switch to the WINDSHIELD position, then release the switch. (b)
NOTE: (a)
The windshield pump will start and operate when you put the spring-loaded MAX FLOW switch to the WINDSHIELD position.
Do three full cycles of approximately 4 seconds each to let the TKS fluid flow from the windshield spray bar. NOTE:
If necessary, you can do more cycles until the fluid flow is normal from the spray bar.
(39) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. (40) Remove external electrical power from the airplane. (41) Make sure that the fluid tank servicing is correct. Refer to Chapter 12, TKS Anti-Ice System Servicing. (42) Make sure that the floor and the airplane surfaces are clean. (43) Install the aft fairing. Refer to Remove the Aft Fairing in this section.
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23.
TKS Fluid Contamination (Water) Removal
WARNING: For health and environmental data, refer to the applicable Material Safety Data Sheet (MSDS). WARNING: If TKS fluid is spilled, immediately remove (clean) or contain all the TKS fluid. TKS fluid on the floor causes a dangerous condition. WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: TKS fluid is a hazardous material. You must discard all unwanted TKS fluid and/or dirty cloths. refer to approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are usually 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 pounds for each gallon. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. A.
Remove the TKS Fluid Contamination (Water) (Refer to Figure 201). (1) Remove external electrical power from the airplane. (2) Set the BATTERY switch (SC005) on the circuit breaker switch panel, to the OFF position. (3) Drain the TKS fluid from the fluid tank . Refer to TKS Fluid Removal in this section. (4) Do the fluid tank servicing. Refer to Chapter 12, TKS Anti-Ice System - Servicing. (5) Supply external electrical power to the airplane. (6) Put the EXTERNAL POWER switch (SC006) on the circuit breaker switch panel in the BUS position. (7) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (8) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel to the HIGH position to start pump 1. (9) Put the ANTI-ICE-FLUID CONTROL, MAX FLOW switch (SI023) on the left switch panel to the AIRFRAME position, then release the switch. (a) Let the TKS fluid flow from the porous panels on the wing, wing strut, and horizontal and vertical stabilizer leading edges for one full cycle of approximately 2 minutes. (10) If fluid flow at any of the porous panels is not normal, do the porous panel purge and test procedure for the applicable porous panel(s). Refer to TKS Leading Edge Porous Panel Adjustment/Test. (11) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch to the OFF position. (12) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. (13) Remove external electrical power from the airplane. (14) Make sure that the fluid tank servicing is correct. Refer to Chapter 12, TKS Anti-Ice System Servicing. (15) Make sure that the floor and the airplane surfaces are clean.
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24.
TKS Fluid Contamination (Solids) Removal A.
TKS Fluid Contamination (Solids) Removal (1) If the TKS fluid contamination is a solid material, contact Cessna Customer Service, P.O. Box 7706, Wichita, Kansas 67209 USA Tele: 316-517-5800 Fax: 316-517-7271.
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE SYSTEM - ADJUSTMENT/TEST FAIRING INSTALLATION 1.
General A.
This section contains the test procedures that are necessary to do after a TKS system component replacement.
B.
For the purge and test procedures of the leading edge porous panels, refer to TKS Anti-Ice Leading Edge Porous Panel - Adjustment/Test.
C.
For the removal and installation and test procedures for the tail bracket assembly (low pressure switches), refer to TKS Anti-Ice Fluid Distribution System - Maintenance Practices.
D.
To calibrate the fluid level sender, refer to Fluid Level Sender Calibration in this section.
E.
Recommended maintenance to keep the TKS fluid at its correct viscosity is as follows: • Operate the pumps monthly, or as necessary, in the HIGH mode until the air is removed from the fluid system. • Keep the TKS system operational at all times to keep air pockets out of the system. • If the fluid tank is removed and installed or replaced, do the porous panel purge and test procedures. NOTE:
2.
If the fluid is too thick, the porous panels can become blocked or clogged.
Tools and Equipment A.
For a list of tools and equipment, refer to Ice and Rain Protection - General.
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3.
TKS Anti-Ice System Test
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you operate the TKS system, put plastic sheets or absorbent cloths below the porous panels. This keeps the TKS fluid off the floor which helps prevent injury to personnel. WARNING: Slowly loosen the coupling that is connected to the component of the TKS system before you remove components. It is possible that the system continues to have pressure. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. NOTE:
For the tests that follow, you can disconnect the discharge tube from the filter manifold outlet and connect a drain tube, which will let you contain the fluid more easily, and that is how these procedures are written. Or, you can keep the discharge connected to the filter manifold outlet and use clean, dry cloths to absorb the anti-ice fluid and to clean the airplane surfaces and floor as necessary. Or, you can fabricate a fluid collector system and install it on and below the porous panels, which will contain the fluid and keep it off the floor. Recommended materials you can use are plastic sheets, tubing, aluminum tape, and rigid aluminum and/or plastic gutter material.
NOTE:
Although you can do one or more of the tests that follow, if applicable, it is necessary to do all of the tests after you have installed the fluid tank, timer box, and/or wire bundle.
NOTE:
It is easier for two persons to do these tests. One to monitor the cockpit and one to monitor the equipment pack.
A.
Prepare To Do the TKS Anti-Ice System Test, (Refer to TKS Anti-Ice System - Maintenance Practices, Figure 201. (1) Remove external electrical power from the airplane. (2) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (3) Remove the aft fairing. Refer to TKS Fluid Tank - Maintenance Practices, Remove the Aft Fairing. (4) Find the drain tube connected to the shut off valve, extending aft of the accessory bracket. (a) Put a bucket with a capacity of approximately 3 to 5 gallons below the drain tube outlet. (5) If you will do tests of the metering pumps, the high pressure switch, or timer box, disconnect the discharge tube from the filter manifold outlet.
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Put a cap or plug in the open tube end. Connect a length of tubing to the filter manifold outlet. (a) Put the open tube end in the bucket. (8) If you are to do the windshield pump test, disconnect the windshield pump outlet tube from the fuselage connector. (a) Put the open tube end in the bucket. (9) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (10) Do the test procedures if applicable. B.
Do a Test of Metering Pump 1. (1) Make sure that there is enough fluid in the tank to keep the pump from running dry during the test procedure. (2) For the correct CAS message that shows for the applicable TKS system switch position refer to, TKS System - Description and Operation, Table 1. (3) Supply external electrical power to the airplane. (4) Put the EXTERNAL POWER switch (SC006) on the circuit breaker switch panel in the BUS position. (5) Put the AVIONICS 1 switch to the ON position. (6) Put the AVIONICS 2 switch to the ON position. (7) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel in the HIGH position to start pump 1. (a) Make sure that pump 1 operation starts. (b) Make sure that 1000 ml, +100 or - 100 ml discharges in the bucket in one minute. (8) Disengage the PRIMARY ANTI-ICE circuit breaker on the left circuit breaker panel. (a) Make sure that pump 1 operation stops. (9) Make sure that there is no fluid leakage from the couplings. (10) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch in the OFF position. (11) Engage the PRIMARY ANTI-ICE circuit breaker on the left circuit breaker panel. (12) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. (13) Do the Return to Service procedures or continue the applicable test(s).
C.
Do a Test of Metering Pump 2. (1) Make sure that there is enough fluid in the tank to keep the pump from running dry during the test procedure. (2) For the correct CAS message that shows for the applicable TKS system switch position refer to, TKS System - Description and Operation, Table 1. (3) Supply external electrical power to the airplane. (4) Put the EXTERNAL POWER switch (SC006) on the pilot's switch panel in the BUS position. (5) Put the AVIONICS 1 switch to the ON position. (6) Put the AVIONICS 2 switch to the ON position. (7) Put the ANTI-ICE-FLUID CONTROL, BACKUP switch (SI024) on the left switch panel in the ON position to start pump 2. (a) Make sure that pump 2 operation starts. (b) Make sure that 1000 ml, +100 or - 100 ml discharges in the bucket in one minute. (8) Disengage the BACKUP ANTI-ICE circuit breaker on the left circuit breaker panel. (a) Make sure that pump 2 operation stops. (9) Make sure that there is no fluid leakage from the couplings. (10) Put the BACKUP switch in the OFF position. (11) Engage the BACKUP ANTI-ICE circuit breaker. (12) Put the EXTERNAL POWER switch on the pilot's switch panel in the OFF position. (13) Do the Return to Service procedures or continue the applicable test(s).
D.
Do a Test of the Windshield Pump. (1) Make sure that there is enough fluid in the tank to keep the pump from running dry during the test procedure.
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MODEL 208 MAINTENANCE MANUAL (2) (3) (4) (5) (6) (7)
For the correct CAS message that shows for the applicable TKS system switch position refer to, TKS System - Description and Operation, Table 1. Supply external electrical power to the airplane. Put the EXTERNAL POWER switch (SC006) on the circuit breaker switch panel in the BUS position. Put the AVIONICS 1 switch to the ON position. Put the AVIONICS 2 switch to the ON position. Put the ANTI-ICE-FLUID CONTROL, MAX FLOW switch (SI023) on the left switch panel in the WINDSHIELD position, then release the switch. NOTE:
The windshield pump will start when you put the spring-loaded MAX FLOW switch in the WINDSHIELD position and it will spray fluid on the windshield for four seconds after you release it.
Make sure that the windshield pump starts. When the pump stops make sure that a minimum of 25 ml was discharged in the collection bucket. Disengage the W/S ANTI-ICE circuit breaker on the left circuit breaker panel. Put the ANTI-ICE-FLUID CONTROL, MAX FLOW switch on the left switch panel in the WINDSHIELD position, then release the switch. (a) Make sure that the windshield pump does not operate. Make sure that there is no fluid leakage from the couplings. Engage the W/S ANTI-ICE circuit breaker on the left circuit breaker panel. Remove external electrical power from the airplane. Do the Return to Service procedures or continue the applicable test(s). (a) (b)
(8) (9) (10) (11) (12) (13) E.
Do a Test of the Fluid Level Sender. (1) Supply external electrical power to the airplane. (2) Put the EXTERNAL POWER switch (SC006) on the circuit breaker switch panel in the BUS position. (3) Put the AVIONICS 1 switch to the ON position. (4) Put the AVIONICS 2 switch to the ON position. (5) Drain the tank. Refer to TKS Fluid Tank - Maintenance Practices, TKS Tank Fluid Removal. (a) Make sure that the fluid quantity indication on the MFD is, A-ICE GAL 0.0. NOTE: (6) (7) (8)
F.
You must calibrate the level sender if it does not read zero when the fluid tank is empty.
Fill the tank. (a) Make sure that the fluid quantity indication on the MFD is, A-ICE GAL 19.0. To calibrate the fluid level sender, if necessary, refer to Fluid Level Sender Calibration in this section. Do the Return to Service in this section, or continue the applicable test(s).
Do a Test of the Low Level Switch. (1) Supply external electrical power to the airplane. (2) Put the EXTERNAL POWER switch (SC006) on the circuit breaker switch panel in the BUS position. (3) Put the AVIONICS 1 switch to the ON position. (4) Put the AVIONICS 2 switch to the ON position. (5) Drain the tank. Refer to TKS Fluid Tank - Maintenance Practices, TKS Tank Fluid Removal. (6) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch on the left switch panel in the NORM position. (7) Make sure that the A-ICE NORM (white) CAS message shows on the EICAS display. (8) Make sure that the A-ICE LOW FLUID (amber) CAS message shows on the EICAS display. (9) Put the PRIMARY switch in the OFF position (10) Add 4.0 gallons to the tank. (11) Put the PRIMARY switch to the NORM position.
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MODEL 208 MAINTENANCE MANUAL (12) Make sure that the A-ICE LOW FLUID (amber) CAS message does not show on the EICAS display. (13) Put the PRIMARY switch to the OFF position. (14) Service the TKS system. Refer to Chapter 12, TKS Anti-Ice System - Servicing for the servicing procedures. NOTE:
You must calibrate the fluid level sender if the primary flight display (G1000) does not read zero when the TKS fluid tank is empty. Refer to TKS Anti-Ice System Adjustment/Test, TKS Level Sender Calibration.
(15) Do the, Return to Service in this section, or continue the applicable test(s). G.
Do a Test of the Pressure Switch (High). (1) Make sure that the aft fairing is removed. Refer to TKS Anti-Ice System - Maintenance Practices (Fairing Installation), Remove the Aft Fairing . (2) Supply external electrical power to the airplane. (3) Put the EXTERNAL POWER switch (SC006) on the circuit breaker switch panel in the BUS position. (4) Put the AVIONICS 1 switch to the ON position. (5) Put the AVIONICS 2 switch to the ON position. (6) Connect a pressure gage and shutoff valve to the filter outlet tube. (a) Close the shutoff valve. (7) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel in the HIGH position for intervals of 10 to 15 seconds. (8) Monitor the pressure gage for a 150 psi indication after a short time period. (a) Make sure that the A-ICE HIGH PRESS (amber) CAS message shows on the EICAS display. NOTE: (9) (10) (11) (12) (13)
H.
This makes sure that the high pressure switch is operating correctly.
Put the PRIMARY switch in the OFF position. Put the EXTERNAL POWER switch on the circuit beaker switch panel in the OFF position. Slowly open the shutoff valve to release pressure in the system. Disconnect the pressure gage and shutoff valve from the tube. Do the, Return to Service in this section, or continue the applicable test(s).
Do a Test of the Timer Box. (1) Make sure that there is enough fluid in the tank to keep the pump from running dry during the test procedure. (2) For the correct CAS message that shows for the applicable TKS system switch position refer to, TKS System - Description and Operation, Table 1. (3) Supply external electrical power to the airplane. (4) Put the EXTERNAL POWER switch (SC006) on the circuit breaker switch panel in the BUS position. (5) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel in the NORM position. (a) Make sure that each of the two pumps operate for 20 seconds, +3 or - 3 seconds and then do not run for 100 seconds, + 10 or - 10 seconds. (6) Make sure that there is no fluid leakage from the couplings. (7) While the pumps are off, Put the ANTI-ICE-FLUID CONTROL, MAX FLOW switch in the AIRFRAME position. (a) Make sure that each of the two pumps operate for 120 seconds, +10 or - 20 seconds. (8) Put the PRIMARY switch in the OFF position. (9) Do a test of the windshield pump. Refer to Do a Test of the Windshield Pump in this section. (10) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. (11) Do the Return to Service procedures or continue the applicable test(s).
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MODEL 208 MAINTENANCE MANUAL I.
Do the Return to Service. NOTE: (1) (2) (3) (4) (5) (6) (7) (8) (9)
4.
After you have completed the applicable test(s), it is necessary to put the airplane back to its initial configuration.
Make sure that there is no fluid leakage from the couplings. Make sure that all applicable connectors, fasteners, and couplings are installed correctly. Make sure that the drain valve is closed and safety with wire. Refer to Chapter 20, Safetying Maintenance Practices. Install the screws and connect the antenna coaxial cable and covers, if necessary. Make sure that all the circuit breakers are engaged. Make sure that all the system switches are in their initial positions. Make sure that the external electrical power is removed from the airplane. Make sure that the aft fairing is installed. Refer to TKS Anti-Ice System - Maintenance Practices (Fairing Installation), Install the Aft Fairing . Make sure that the floor and the airplane surfaces are clean.
TKS Level Sender Calibration
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. NOTE:
To make sure that the level sender is calibrated correctly, you can do this calibration procedure. The voltmeter will show 0.0 VDC when the fluid tank is empty and 5.0 VDC, +0.1 or -0.1 VDC when the fluid tank is full.
NOTE:
When the fluid tank is empty and the EICAS display shows 0.0 gallons, calibration of the empty adjustment is not necessary. You can then fill the fluid tank and calibrate the level sender full adjustment.
NOTE:
Changes in the properties of the anti-ice fluid can occur because of differences between manufacturers, or if the fluid is new (fresh), or if the fluid has gone through the fluid tank and TKS system, or if the fluid has been in the fluid tank too long (the TKS system has not been operated). These fluid changes can cause different results in calibration.
A.
Calibrate the Level Sender (Refer to Figure 501). (1) Make sure that the airplane is level. Refer to Chapter 8, Leveling - Maintenance Practices. (2) Remove the cockpit floor covering to access floor panel 232BC. (3) Remove the cockpit floor access panel 232BC. Refer to FLOOR COVERING/CONTROL COLUMN COVER - Maintenance Practices.
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Level Sender Calibration Figure 501 (Sheet 1)
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WARNING: Do not remove hoses under pressure. This procedure will result in release of refrigerant into the atmosphere. Removing hoses under pressure may also result in personal injury if hose ends are not restrained. (4) (5) (6) (7) (8) (9)
If necessary, disconnect and move the air conditioning lines to get access to the level sender. Refer to Chapter 21, R134A Air Conditioning - Maintenance Practices, Air Conditioning Plumping Removal/Installation. Move aside the rubber nipples that cover the level sender posts. Connect one lead of the voltmeter to the SEND post of the level sender. Connect the other lead of the voltmeter to the NEG post of the level sender. Supply external electrical power to the airplane. To calibrate the level sender with an empty fluid tank, do the steps that follow: (a) Remove the protective layer from the EMPTY adjustment screw. NOTE:
This screw is on the right side (airplane's right side) of the level sender.
Use a screwdriver to turn the EMPTY adjustment screw counter clockwise until the voltage that shows on the voltmeter does not go lower. (c) Turn the screw clockwise until 0.0 VDC, +0.1 or -0.1 VDC, shows on the voltmeter. (10) To calibrate the level sender with a full fluid tank, do the steps that follow: (a) Remove the protective layer from the FULL adjustment screw. (b)
NOTE:
This screw is on the right side (airplane's right side) of the level sender.
(b)
(11) (12) (13) (14) (15) (16) (17) (18)
Use a screwdriver to turn the FULL adjustment screw until 5.0 VDC, +0.1 or -0.1 VDC, shows on the voltmeter. Remove external electrical power from the airplane. Disconnect the leads of the voltmeter from the level sender. Cover the level sender posts with the rubber nipples. Put a protective layer on the adjustment screw(s). Install the cockpit floor access panel 232BC. Refer to FLOOR COVERING/CONTROL COLUMN COVER - Maintenance Practices. If necessary, connect the air conditioning lines. Refer to Chapter 21, R134A Air Conditioning Maintenance Practices, Air Conditioning Plumping Removal/Installation. Install the cockpit floor covering to access floor panel 232BC. Clean the floor and the airplane surfaces as necessary.
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE LEADING EDGE POROUS PANEL - MAINTENANCE PRACTICES 1.
General A.
This section contains the removal and installation procedures for the TKS anti-ice porous panels, which include the wing, wing strut, and horizontal and vertical stabilizer leading edges. The sealing procedures for the porous panels are also included in this section. The procedures apply to the cargo pod and the fairing TKS system installation.
B.
After a porous panel is replaced, it is necessary to do the purge and test procedures. Those procedures are in TKS Anti-Ice Leading Edge Porous Panel - Adjustment/Test.
C.
Recommended maintenance to keep the TKS fluid at its correct viscosity is as follows: • Operate the pumps monthly, or as necessary, in the HIGH mode until the air is removed from the fluid system. • Keep the TKS system operational at all times to keep air pockets out of the system. • If the fluid tank is removed and installed or replaced, do the porous panel purge and test procedures. NOTE:
2.
If the fluid is too thick, the porous panels can become blocked or clogged.
Tools and Equipment A.
For a list of tools and equipment, refer to Ice and Rain Protection - General.
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. 3.
TKS Porous Panel Removal/Installation A.
Remove the Porous Panel (Refer to Figure 201 and Figure 202).
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WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that high pressure is still in the system. CAUTION: Do not use MEK, acetone, paint thinner, or similar chlorinated solvents on the porous panels. To prevent damage, only use water and detergent, and/or alcohol, AV gas, industrial methylated spirit, and approved antiice fluid on the porous panel surfaces. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal . CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 203. This will help to prevent fluid leakage from the coupling. CAUTION: After you remove and before you install a porous panel, apply low-adhesive tape on the panel to give it protection. CAUTION: Before you remove or install a porous panel, apply low-adhesive tape on the skin adjacent to the panel to give the skin protection. CAUTION: Be careful when you remove and install the porous panels. The panels are easily damaged. Use nonmetallic tools, if possible, to prevent tears, gouges, scratches, and other damage. NOTE:
The panel purge and test procedures are only necessary after you install a replacement porous panel.
NOTE:
The removal and installation of the porous panels are typical.
(1) (2)
(3)
Remove external electrical power from the airplane. Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. To remove the wing porous panels, remove wing access panels 501AB and 501DB left inboard, 503CB left center, 503GB and 503JB left outboard, or 601AB and 601DB right inboard, 603CB right center, or 603GB and 603JB right outboard as applicable. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
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TKS Anti-Ice System Flow Diagram Figure 201 (Sheet 1)
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TKS Porous Panel Installation Figure 202 (Sheet 1)
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TKS Porous Panel Installation Figure 202 (Sheet 2)
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TKS Nylon Tubing Assembly Figure 203 (Sheet 1)
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CAUTION: Before you remove or install a porous panel, apply low-adhesive tape on the skin adjacent to the panel to give the skin protection. (4) (5)
To remove the stabilizer porous panels, remove tailcone access panel 373BL, 374BR, and 341C . Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. Apply tape on the leading edge next to the sealant along the panel edges. NOTE:
(6) (7)
Carefully remove the sealant along the panel edges. Remove the rivets and/or screws, as applicable, that attach the panel to the leading edge. NOTE:
(8)
The wing and wing strut panels have only rivets installed. The vertical stabilizer panels has rivets and screws installed.
Disconnect the tubing from the coupling if it is accessible. NOTE:
(9)
The tape will give a guide to help apply new sealant when the new panel is installed.
On the vertical stabilizer panel and strut panel the panel must be removed to get access to the tubing.
Install caps on all tube ends to keep FOD out of the TKS system.
CAUTION: While pulling the panel away from the leading edge, be careful not to damage the leading edge by prying against it. (10) Carefully use a flexible-blade knife (putty knife) and your hands to pull the panel away from the leading edge. (11) Carefully remove the panel from the leading edge. (12) Remove all remaining sealant from the leading edge. B.
Install the Porous Panel (Refer to Figure 201 and Figure 202). (1) Put the porous panel in it correct position on the leading edge. (2) Drill the rivet and screw holes to match the existing hole locations on the leading edge. (3) Remove the caps from the tube ends. (4) Install new seals in the tubing ends as shown in Figure 203.
CAUTION: Before you install or remove a porous panel, apply low-adhesive tape on the panel to give it protection. CAUTION: Before you remove or install a porous panel, apply low-adhesive tape on the skin adjacent to the panel to give the skin protection. (5) (6) (7) (8) (9)
Do the porous panel sealant procedures. Refer to TKS Porous Panel Sealant Procedure in this section. Hold the panel in position near the leading edge and connect the tubing. (a) Tighten the coupling with your fingers. (b) Continue to tighten the coupling with a wrench approximately 180 degrees more. Align the panel and install temporary fasteners to hold the panel in position. Push the panel against the leading edge with enough pressure to cause the sealant to squeeze out along the edges. Keep applying pressure until the tape strips or ratcheting straps are applied to hold the panel in position. (a) Make sure that the panel edges are against the leading edge skin.
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CAUTION: To spread the load where ratcheting straps are used, use metal angles to protect the trailing edge. Place blankets or foam between the metal angles and the trailing edge. Do not use too much force when you tighten the straps. (10) Use tape strips or racheting straps, as necessary, to hold the panel tightly against the leading edge. NOTE:
Since more sealant is used on the inboard wing panels it is necessary to use racheting straps for these panels around the wing to maintain pressure on the panel while the sealant cures.
(11) Install the rivets and/or screws, as applicable, that attach the panel to the leading edge. NOTE:
The wing and wing strut panels only use rivets. The stabilizer panels have rivets and screws installed.
Examine the rivet heads and/or screw heads for correct installation. Use Type X, Class B sealant to apply a shank seal to the rivets. On the vertical stabilizer panel only, torque the screws to 12 to 15 inch-pounds (1.35 to 1.69 N-m). After the sealant is cured, remove all tape and racheting straps. Use Type I, Class B sealant to fillet seal and fair around all panel edges. Electrically bond all porous panels. Refer to Chapter 20, Electrical Bonding- Maintenance Practices. Do the panel purge and test procedures. Refer to TKS Anti-Ice Leading Edge Porous Panel Adjustment/Test. Do a leak check follows: (a) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (b) Supply external electrical power to the airplane. (c) Put the EXTERNAL POWER switch (S17) on the circuit breaker switch panel to the BUS position. (d) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch (SI022) on the left switch panel to the HIGH position. 1 Make sure that there is no fluid leakage from the couplings. (e) Put the ANTI-ICE-FLUID CONTROL, PRIMARY switch on the left switch panel to the OFF position. (f) Put the EXTERNAL POWER switch on the circuit breaker switch panel to the OFF position. Clean the floor and the airplane surfaces as necessary. Install wing access panels 501AB and 501DB left inboard, 503CB left center, 503GB and 503JB left outboard, or 601AB and 601DB right inboard, 603CB right center, or 603GB and 603JB right outboard as applicable. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. Install tailcone access panels 373BL, 374BR, and 341C, if applicable. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. Remove external electrical power from the airplane. (a) (b) (c)
(12) (13) (14) (15) (16)
(17) (18)
(19) (20)
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4.
TKS Porous Panel Sealant Procedure
CAUTION: Do not use MEK, acetone, lacquer thinner, or similar chlorinated solvents on the porous panels. To prevent damage, only use water and detergent, and/or alcohol, AV gas, industrial methylated spirit, AV turbine fluid, ethyl alcohol, and approved ice protection fluid on the porous panel surfaces. A.
Apply the Sealant (Refer to Figure 202). (1) Lightly abrade the airplane leading edge with a ScotchBrite pad. (2) Use a 50/50 mixture of denatured alcohol and water to scrub the area of the leading edge with a sponge or short-bristle brush where the panel will be installed. (a) Use a clean lint-free cloth to dry the area before the cleaning solution evaporates. (3) Use a clean lint-free cloth that is wet with denatured alcohol (no water) to clean the leading edge. (a) Use a clean lint-free cloth to dry the area before the cleaning solution evaporates. (4) Use a clean lint-free cloth that is wet with denatured alcohol (no water) to clean the aft edge of the panel. (a) Use a clean lint-free cloth to dry the area before the cleaning solution evaporates. (5) On all panels except the inboard wing panel, Use Type X, Class B sealant to seal the void on the upper and lower backshell joggle, down the center (0.50-inch (12.7 mm) fay seal), and around the feed inlet and air bleed valve. (Refer to Figure 202). (6) On the inboard wing panels, apply Type X, Class B sealant to all of the back surface of the panel, and to the feed input and bleed valve. NOTE: (7) (8)
On the inboard wing panels approximately 65 ounces (1.92 l) of sealant is needed to make sure there are no air pockets between the panel and the wing leading edge.
Use Type X, Class B sealant to shank seal around each rivet and/or screw hole in the leading edge skin. Install the porous panel on the leading edge. Refer to TKS Porous Panel Removal/Installation in this section.
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE LEADING EDGE POROUS PANEL - ADJUSTMENT/TEST 1.
General A.
This section contains the procedures to remove (purge) the air from the porous panels on the wing, wing strut, and horizontal and vertical stabilizer leading edges. The procedures apply to the cargo pod and the fairing TKS system installation.
B.
The panel purge and test procedures are only necessary after you install a replacement porous panel, or if you remove and install or replace the fluid tank.
C.
The function of the panel purge and test procedures is to remove most of the air and make the membrane in the panel completely wet and to make sure that there is no leakage from the panel and its connections to the tubing.
D.
Recommended maintenance to keep the TKS fluid at its correct viscosity is as follows: • Operate the pumps monthly, or as necessary, in the HIGH mode until the air is removed from the fluid system. • Keep the TKS system operational at all times to keep air pockets out of the system. • If the fluid tank is removed and installed or replaced, do the porous panel purge and test procedures. NOTE:
2.
If the fluid is too thick, the porous panels can become blocked or clogged.
Tools and Equipment A.
For a list of tools and equipment, refer to Ice and Rain Protection - General.
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3.
Porous Panel Purge and Test
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that high pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 201. This will help to prevent fluid leakage from the coupling. NOTE:
It is necessary that you have access to clean dry cloths, 30 gallons of approved TKS fluid, a TKS system test cart with connection hardware, 75 psi filtered shop air (to use with a test cart), and a container with a capacity of three to five gallons.
NOTE:
You can fabricate a fluid collector system, which will contain the fluid and keep it off the floor. Recommended materials you can use are plastic sheets, tubing, aluminum tape, and rigid aluminum and/or plastic gutter material.
A.
Do the Panel Purge and Test (Refer to Figure 501 and Figure 502). (1) Remove external electrical power from the airplane. (2) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (3) On airplanes that have the G1000 system installed, disengage the ENG INTFC circuit breaker on the avionics circuit breaker panel. (4) On airplanes that do not have the G1000 system installed, disengage the ANTI-ICE GAGE circuit breaker on the left circuit breaker panel. (5) To get access to the tubing for the vertical panel at the proportioning unit in the tail bracket assembly, remove tailcone access panel 320A . Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
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TKS Nylon Tubing Assembly Figure 501 (Sheet 1)
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Leading Edge Porous Panel Purge Figure 502 (Sheet 1)
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Leading Edge Porous Panel Purge Figure 502 (Sheet 2)
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Leading Edge Porous Panel Purge Figure 502 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL (6) (7)
To get to the horizontal panel fittings, remove the access panels 373BL and 374BR Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation as applicable. To get access to the wing panel fittings, remove wing access panels 501BB, 501EB, 503AB, 503DB, and 503HB left, or 601BB, 601EB, 603AB, 603DB, and 603HB right as applicable. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. NOTE:
(8) (9)
On airplanes that have a radome installed on the right wing, you can only remove wing access panel 603BB.
Attach the fluid collector system below the area of the panel that will be purged. Disconnect the fluid inlet tube from the panel fitting. NOTE:
The inboard and outboard wing panels have two supply tubes. Install a tee fitting and connect the test cart to both fittings.
NOTE:
The strut panel has two membranes (upper and lower). Each membrane has a fluid supply tube. You can install a tee fitting and connect the test cart supply tube to each membrane.
(10) Connect the test cart fluid supply tube to the fluid inlet fittings. NOTE:
On the vertical stab panel and strut panel the test cart must be connected to the tubing, since you cannot get access to the fittings. Label the strut tubing to make sure that it is connected to the correct fittings when the test is complete.
(11) Follow the operation and safety instructions that are supplied with the test cart. (a) Use the Panels Installed on Aircraft TKS Panel Test section of the TKS Ice Protection Panel Flow Check Procedure Using TKS System Test Cart publication. (12) Slowly start the fluid flow through the panel at 10 psi. (a) Correct any leaks as needed. (13) Set the fluid pressure to 20 psi. (14) When fluid starts to come through panel pores along the entire length of the panel set the pressure as appropriate to each panel. Refer to Table 1 (15) Increase the pressure at the test cart outlet as follows: Table 501. Panel Purge Pressure Table PANEL PURGE PRESSURE TABLE Panel
Pressure
Inboard wing
60 psi
Middle wing
60 psi
Outboard wing
65 psi
Strut
75 psi
Horizontal Stabilizer
65 psi
(16) Make sure that the fluid flows from the porous panels as follows: (a) The fluid flows from the porous panels without any dry spots. (b) The fluid flows evenly and not in streams. (c) There are no areas with clusters of bubbles. NOTE:
The bubbles will be very small and continue to flow even after you wipe fluid across the area.
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MODEL 208 MAINTENANCE MANUAL (17) (18) (19) (20) (21) (22) (23) (24) (25) (26) (27)
(28) (29) (30)
Stop the fluid supply. Wait until the fluid pressure is released. Slowly disconnect the test cart fluid supply tube from the fluid inlet fitting. Remove the cap or plug from the tube end, if applicable. Install a new seal(s) in the coupling(s) as shown in Figure 501. Connect the panel supply tube(s) to the proportioning unit port. Remove the fluid collector system from the airplane. Clean the floor and the airplane surfaces as necessary. Install wing access panels 503AB and 503BB left, or 603AB and 603BB right as applicable. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. Install tailcone access panel 320A. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. On airplanes that have the G1000 system installed, engage the ENG INTFC circuit breaker on the avionics circuit breaker panel. On airplanes that do not have the G1000 system installed, engage the ANTI-ICE GAGE circuit breaker on the left circuit breaker panel. Remove external electrical power from the airplane, if applicable.
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE FLUID DISTRIBUTION SYSTEM - MAINTENANCE PRACTICES 1.
General A.
This section contains the removal and installation procedures for the TKS anti-ice fluid distribution system, which include the nylon tubing and connections and the fluid proportioning units installed in the wings and fuselage. The tail bracket assembly includes the proportioning unit and low pressure switches for the horizontal and vertical stabilizers. The procedures in this section apply the cargo pod and the fairing installations of the TKS system.
B.
Recommended maintenance to keep the TKS fluid at its correct viscosity is as follows: • Operate the pumps monthly, or as necessary, in the HIGH mode until the air is removed from the fluid system. • Keep the TKS system operational at all times to keep air pockets out of the system. • If the fluid tank is removed and installed or replaced, do the porous panel purge and test procedures. NOTE:
2.
If the fluid is too thick, the porous panels can become blocked or clogged.
Tools and Equipment A.
For a list of tools and equipment, refer to Ice and Rain Protection - General.
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3.
TKS Propeller Proportioning Unit Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 204. This will help to prevent fluid leakage from the coupling. NOTE:
The propeller proportioning unit is installed on the right side at FS179.36.
A.
Remove the Propeller Proportioning Unit (Refer to Figure 201, Figure 202, and Figure 203). (1) Remove external electrical power from the airplane. (2) Disengage the PRIMARY ANTI-ICE and BACKUP ANTI-ICE circuit breakers on the left circuit breaker panel. (3) To get access to the propeller proportioning unit, remove floorboard access panels 232DR and 252GR, as applicable. Refer to Chapter 6, Access Plates and Panels Identification. (4) Slowly loosen and disconnect the inlet and outlet tubes from the proportioning unit. (5) Put caps on all tube ends to keep FOD out of the fluid system. (6) Remove the proportioning unit from the airplane.
B.
Install the Propeller Proportioning Unit (Refer to Figure 201, Figure 202, and Figure 203). (1) Put the proportioning unit in position in the airplane. (a) Make sure that the arrow on the proportioning unit points in the direction of fluid flow. (2) Remove the caps from the tube ends. (3) Install new seals in the couplings as shown in Figure 204. (4) Connect and tighten the inlet and outlet tubes to the proportioning unit.
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MODEL 208 MAINTENANCE MANUAL
TKS Anti-Ice System Flow Diagram Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
TKS Fluid Distribution Installation Figure 202 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
TKS Fluid Distribution Installation Figure 202 (Sheet 2)
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TKS Proportioning Unit Installation Figure 203 (Sheet 1)
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TKS Proportioning Unit Installation Figure 203 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL (5) (6) (7)
Engage the PRIMARY ANTI-ICE and BACKUP ANTI-ICE circuit breakers on the left circuit breaker panel. Supply external electrical power to the airplane. Put the EXTERNAL POWER switch on the circuit breaker switch panel in the ON position. NOTE:
(8) (9) (10) (11) (12) (13)
For airplanes that have G1000, the EXTERNAL POWER switch reference designator is (SC006) and for airplanes that do not have G1000, the reference designator is (S17).
Put the ANTI-ICE-FLUID FLOW, PRIMARY switch (SI022) on the left switch panel in the HIGH position. (a) Make sure that there is no fluid leakage from the couplings. Put the ANTI-ICE-FLUID FLOW, PRIMARY switch on the left switch panel in the OFF position. Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. Clean the floor and the airplane surfaces as necessary. Install the floorboard access panels 232DR and 252GR, as applicable. Refer to Chapter 6, Access Plates and Panels Identification. Remove external electrical power from the airplane.
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4.
TKS Wing Proportioning Unit Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 204. This will help to prevent fluid leakage from the coupling. NOTE:
The wing proportioning units are installed at WS170.60
NOTE:
The removal and installation of the wing proportioning units are typical.
NOTE:
The wing proportioning units also supply fluid to the wing struts.
A.
Remove the Wing Proportioning Unit (Refer to Figure 201, Figure 202, and Figure 203). (1) Remove external electrical power from the airplane. (2) Disengage the PRIMARY ANTI-ICE circuit breaker on the left circuit breaker panel. (3) Remove wing access panels 503AB and 503BB left, or 603AB and 603BB right. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. NOTE: (4) (5)
On airplanes that have a radome installed on the right wing, you can only remove wing access panel 603BB.
Remove the screws, washers, and spacers that attach the proportioning unit to the airplane structure. Identify, slowly loosen, and disconnect the inlet and outlet tubes from the proportioning unit.
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MODEL 208 MAINTENANCE MANUAL (6) (7)
(8) B.
Put caps on all tube ends to keep FOD out of the fluid system. To find the applicable proportioning unit port(s) and its related porous panel, refer to the table that follows: TKS POROUS PANEL
PROPORTIONING UNIT PORT
Left Wing Inboard Panel
Port 1 and Port 5
Left Wing Center Panel
Port 2
Left Wing Outboard Panel
Port 3 and Port 4
Left Wing Strut Panel
Port 6 and Port 7
Right Wing Inboard Panel
Port 1 and Port 5
Right Wing Center Panel
Port 2
Right Wing Outboard Panel
Port 3 and Port 4
Right Wing Strut Panel
Port 6 and Port 7
Remove the proportioning unit from the airplane.
Install the Wing Proportioning Unit (Refer to Figure 201, Figure 202, and Figure 203). (1) Put the proportioning unit in position in the airplane. (2) Remove the caps from the tube ends. (3) Install new seals in the couplings as shown in Figure 204. (4) Connect and tighten the inlet and outlet couplings to the proportioning unit. (5) Install the screws, washers, and spacers that attach the proportioning unit to the airplane structure. (6) Engage the PRIMARY ANTI-ICE circuit breaker on the left circuit breaker panel. (7) Supply external electrical power to the airplane. (8) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the ON position. NOTE:
(9) (10) (11) (12) (13) (14)
For airplanes that have G1000, the EXTERNAL POWER switch reference designator is (SC006) and for airplanes that do not have G1000, the reference designator is (S17).
Put the ANTI-ICE-FLUID-FLOW, PRIMARY switch on the left switch panel in the HIGH position. (a) Make sure that there is no fluid leakage from the couplings. Put the ANTI-ICE-FLUID-FLOW, PRIMARY switch on the left switch panel in the OFF position. Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. Clean the floor and the airplane surfaces as necessary. Install wing access panels 503AB and 503BB left, or 603AB and 603BB right. Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. Remove external electrical power from the airplane.
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5.
TKS Stabilizer Proportioning Unit and Low Pressure Switch (Tail Bracket Assembly) Removal/ Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Discard all unwanted TKS fluid and/or dirty cloths correctly. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DDT 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. CAUTION: Do not use the seals again after you loosen or disconnect a tube coupling. Replace the 3/16-inch and 5/16-inch sealing ring and/or 1/2-inch O-ring, as applicable, when you assemble a tube coupling. Examine the seal for damage and make sure that it is in the correct position in the coupling as shown in Figure 204. This will help to prevent fluid leakage from the coupling. NOTE: A.
The tail bracket assembly is installed at FS415.20 (208B), and FS367.20 (208).
Remove the Tail Bracket Assembly (Refer to Figure 201, Figure 202, and Figure 203). (1) Remove external electrical power from the airplane. (2) Disengage the PRIMARY ANTI-ICE and BACKUP ANTI-ICE circuit breakers on the left circuit breaker panel. (3) Remove the tailcone access panel 320A . Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (4) Disconnect the airplane electrical connector on the bracket assembly. (5) Remove the screws, washers, and nuts that attach the electrical connector to the bracket assembly. (6) Identify and slowly loosen and disconnect the inlet and outlet tubes from the tail bracket assembly and quickly put the tube ends in the container. (7) Remove the screws and washers that attach the tail bracket assembly to the airplane structure. (8) Remove the tail bracket assembly from the airplane.
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MODEL 208 MAINTENANCE MANUAL B.
Install the Tail Bracket Assembly (Refer to Figure 201, Figure 202, and Figure 203). (1) Put the tail bracket assembly in its correct position on the airplane. (2) Install the screws that attach the tail bracket assembly to the airplane. (3) Install new seals on the tubing ends. Refer to Figure 204. (4) Connect the inlet and outlet tubes to tail bracket and tighten. (5) Put the electrical connector in its correct position on the tail bracket assembly. (6) Install the screws, washers, and nuts that attach the electrical connector to the bracket assembly. (7) Connect the low pressure switches electrical connector to the electrical connector on the tail bracket assembly. (8) Engage the PRIMARY ANTI-ICE and BACKUP ANTI-ICE circuit breakers on the left circuit breaker panel. (9) Supply external electrical power to the airplane. (10) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the BUS position. NOTE:
For airplanes that G1000, the EXTERNAL POWER switch reference designator is (SC006) and for airplanes that do not have G1000, the reference designator is (S17).
(11) Put the ANTI-ICE FLUID FLOW BACKUP (SI022) switch on the left switch panel in the ON position. (12) On airplanes with the G1000 system installed, monitor the EICAS display. (a) Make sure that the applicable A-ICE LOW PRESS red CAS message comes on. (13) On airplanes that do not have the G1000 system installed, monitor the anti-ice annunciators. (a) Make sure that the red anti-ice WARN annunciator comes on. (14) Let the system operate for a minimum of one minute to purge air from the porous panels and start the flow of anti-ice fluid from the panels. (15) Make sure that there is not any fluid leakage from the couplings. (16) Put the ANTI-ICE FLUID FLOW BACKUP (SI022) switch on the left switch panel in the OFF position. (17) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. (18) Remove external electrical power to the airplane. (19) Clean the floor and airplane surface as necessary. (20) Install the tailcone access panel 320A . Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. C.
Remove the Low Pressure Switch(es) (Refer to Figure 201. (1) Remove external electrical power from the airplane. (2) Disengage the PRIMARY ANTI-ICE and BACKUP ANTI-ICE circuit breakers on the left circuit breaker panel. (3) Remove the tailcone access panel 320A . Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation. (4) Disconnect the electrical connector from the pressure switch. (5) Slowly disconnect the inlet and outlet tubes from the pressure switch assembly and quickly put the inlet tube end in the container. (6) Remove the screws and spacers that attach the pressure switch to the bulkhead. (7) Remove the pressure switch from the airplane.
D.
Install the Low Pressure Switch(es) (Refer to Figure 201. (1) Put the switch in its correct position on the bulkhead. (2) Install the screws and spacers that attach the switch to the bulkhead. (3) Install new seals on the tubing ends. Refer to Figure 204. (4) Connect and tighten the inlet and outlet tubes to the pressure switch assembly. (5) Connect the electrical connector to the switch. (6) Engage the PRIMARY ANTI-ICE and BACKUP ANTI-ICE circuit breakers on the left circuit breaker panel. (7) Supply external electrical power to the airplane. (8) Put the EXTERNAL POWER switch on the circuit breaker switch panel in the BUS position. NOTE:
For airplanes that G1000, the EXTERNAL POWER switch reference designator is (SC006) and for airplanes that do not have G1000, the reference designator is (S17).
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MODEL 208 MAINTENANCE MANUAL (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) 6.
Put the ANTI-ICE FLUID FLOW BACKUP (SI022) switch on the left switch panel in the ON position. On airplanes with the G1000 system installed, monitor the EICAS display. (a) Make sure that the applicable A-ICE LOW PRESS red CAS message comes on. On airplanes that do not have the G1000 system installed, monitor the anti-ice annunciators. (a) Make sure that the red anti-ice WARN annunciator comes on. Let the system operate for a minimum of one minute to purge air from the porous panels and start the flow of anti-ice fluid from the panels. Make sure that there is not any fluid leakage from the couplings. Put the ANTI-ICE FLUID FLOW BACKUP (SI022) switch on the left switch panel in the OFF position. Put the EXTERNAL POWER switch on the circuit breaker switch panel in the OFF position. Remove external electrical power to the airplane. Clean the floor and airplane surface as necessary. Install the tailcone access panel 320A . Refer to Chapter 6, Access Plates and Panels Identification - Description and Operation.
Nylon Tubing Repair/Replacement A.
All plumbing used in the fluid anti-ice system is flexible nylon tubing connected with special compression-type couplings. Three different sizes of tubing are used.
B.
The couplings used to connect sections of nylon tubing are metallic compression-type couplings, which include a machined coupling end, an olive (ferrule), a nut, and an elastomeric sealing ring (Refer to Figure 204). The couplings used to connect the tubing to all the anti-ice porous panels and the cuff, fairing, and tail bracket low-pressure switches are stainless steel. All other couplings used to connect the fluid anti-ice system components are made of aluminum. To help to prevent electrolytic corrosion, aluminum couplings must be assembled only to aluminum couplings and stainless steel couplings must be assembled only to stainless steel or titanium couplings. The compression-type couplings used in the fluid anti-ice system are not interchangeable with standard-type couplings (AN or MS). To make sure that the correct couplings are used, refer to the Model 208 Illustrated Parts Catalog to find the correct coupling.
C.
When you do maintenance of the fluid distribution system, examine all tubing for kinks, cuts, abrasion, crushing, or other indications of damage. The nylon tubing can discolor to a light straw color with age. Discoloration of the tubing is normally not a cause for rejection. Any damaged or deteriorated tubing found must be replaced with tubing and couplings of the correct size and type (aluminum or stainless steel). Additionally, when the tube couplings are disconnected from components or other couplings, it is recommended to install a new seal in the coupling.
D.
Minimum bend radii for fluid tubing at ambient temperature is shown in Table 202. In some areas of the airplane, tighter bend radii is necessary. In these areas, you can use a heat gun to bend the tubing as follows:
Table 201. Minimum Bend Radii for Fluid Tubing (At Ambient Temperature)
(1)
TUBING OUTSIDE DIAMETER
MINIMUM BEND RADII
1/2 Inch
3.0 Inches
5/16 Inch
2.0 Inches
3/16 Inch
1.5 Inches
Put the tubing in position to find the necessary bend radius. NOTE:
You can use a piece of soft wire as a pattern.
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CAUTION: Be careful not to overheat, burn, or collapse the tubing, which can prevent the correct flow of fluid and/or fluid leakage. (2)
Hold the tubing and carefully apply heat to the area where the bend will be. NOTE:
(3) (4)
The tube will become flexible at approximately 300°F.
After the radius is correct, hold the tube in that position and let it become cool (ambient temperature). When the tube is at ambient temperature, carefully examine it to make sure that the it has not been heated too much (burned) and that there is no restriction of fluid flow through the tubing.
CAUTION: Do not use the coupling to clench the olive to the fluid tubing. Use only specified clenching tools to do the clenching operation. Also, do not torque the couplings too much during the repair or replacement procedure. If the couplings leak, install new seals as necessary. E.
When tubing repair or replacement is necessary, the olive must always be clenched (swaged) to the tubing as a separate operation. Use approved clenching tools before you assemble the coupling. For clenching tools, refer to Ice and Rain Protection - General.
F.
The recommended procedure for replacement of damaged or deteriorated fluid tubing is to replace the full length of tubing from coupling to coupling. However, in areas of the airplane where this type of replacement is not possible, it is permitted to do a tube repair as an alternative to complete tubing replacement. (1) To repair a damaged section of tubing, cut out the damaged area and replace it with a new section of tubing. Connect the new tubing to the other tube ends with straight couplings. (2) All new connections used in the repair must be tested for leaks. Operate the system before you install the access panels. NOTE:
If bulk tubing is installed, it is necessary to attach an identification tag to each end of the tube with the tube part number labeled on it for tube identification.
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TKS Nylon Tubing Assembly Figure 204 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL PITOT AND STATIC HEATERS - DESCRIPTION AND OPERATION 1.
General A.
For information on pitot and static heaters, refer to Chapter 34, Pitot/Static System - Description and Operation.
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MODEL 208 MAINTENANCE MANUAL STALL WARNING HEATER - DESCRIPTION AND OPERATION 1.
General A.
For information on the stall warning heater, refer to Chapter 27, Stall Warning System - Maintenance Practices.
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MODEL 208
MAINTENANCE MANUAL WINDSHIELD ANTI-ICE - DESCRIPTION AND OPERATION 1.
General A.
2.
An optional heated anti-ice panel is provided to prevent the formation of ice on the windshield. The system consists of a removable electrically heated glass panel mounted to the base of the windshield in front of the pilot.
Description and Operation A.
The sides of the electrically heated glass panel are supported by rubber covered frames that hold the panel off the windshield. The lower mounting bracket is hinged and hinges are spring-loaded so panel may be easily removed for storage. The system is controlled by a three-position toggle switch located on the left switch control panel. When the switch is placed in the AUTO position, electrical current flows to the anti-ice panel and is allowed to heat to a maximum of 136F. The controller then opens the relay in the circuit which cuts off current to the controller and allows the anti-ice panel to cool down to a minimum of 129°F. The controller will then close the relay which starts the heating cycle over again. Therefore, when the switch is in the AUTO position, the anti-ice panel cycles on and off to assist in preventing ice formation on the windshield panel. In the event of a malfunction in the system control circuitry, the switch can be held in the momentary MANUAL position to achieve windshield anti-icing. A light in the annunciator panel, illuminates to indicate the system is operating. The system is protected by two pull-off type circuit breakers, a control circuit breaker, labeled W/S ANTI-ICE CONT and a heater circuit breaker, labeled W/S ANTI-ICE. Circuit breakers are installed in the left sidewall switch and circuit breaker panel.
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MODEL 208 MAINTENANCE MANUAL WINDSHIELD ANTI-ICE - TROUBLESHOOTING 1.
General A.
A troubleshooting chart has been developed to aid the maintenance technician in system understanding. Refer to Figure 101.
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A11626
WITH AIRPLANE POWER ON, WINDSHIELD ANTI-ICE SWITCH ON AND ANNUNCIATOR PANEL INDICATOR LIGHT ILLUMINATED, WINDSHIELD DOES NOT HEAT
DISCONNECT ANTI-ICE PANEL AND CHECK FOR VOLTAGE BETWEEN PINS A AND B OF CONNECTOR. IF -
I
I NO SYSTEM VOLTAGE IS INDICATED BETWEEN PINS A AND B OF CONNECTOR, PLACE AND HOLD ANTI-ICE SWITCH TO MANUAL POSITION (DOWN) AND CHECK FOR VOLTAGE BETWEEN PINS A AND B. IF-
VOLTAGE IS INDICATED, CHECK RESISTANCE OF PANEL HEATING ELEMENT (PINS A AND B OF PANEL CONNECTOR) FOR APPROXIMATELY 1.4 OHMS. IF 1.4 OHMS ARE INDICATED, CHECK RESISTANCE ACROSS TEMPERATURE SENSOR (PINS C AND D) FOR APPROXIMATELY 310 OHMS. RESISTANCE WILL VARY WITH TEMPERATURE. IF PRECEDING CHECKS ARE OK, RECONNECT PANEL.
NO VOLTAGE IS INDICATED, CHECK FOR SYSTEM VOLTAGE BETWEEN CONNECTIONS 4 AND 8 OF THE RELAY. IF-
VOLTAGE IS INDICATED, LOCATE AND CORRECT OPEN CIRCUIT.
VOLTAGE IS NOT INDICATED, REPLACE RELAY.
VOLTAGE IS PRESENT, CHECK VOLTAGE BETWEEN CONNECTIONS 6 AND 7, AND BETWEEN 6 AND 8 OF THE CONTROLLER. REPLACE CONTROLLER IF VOLTAGE IS NOT PRESENT AT EITHER SET OF PINS.
Windshield Anti-Ice Troubleshooting Chart Figure 101 (Sheet 1)
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL WINDSHIELD ANTI-ICE - MAINTENANCE PRACTICES 1.
General A.
2.
Windshield anti-ice maintenance practices include component removal/installation.
Windshield Anti-Ice Panel and Attach Bracket Removal/Installation Airplanes 20800381 and On and 208B1088 and On, and those incorporating SK208-146, have a larger anti-ice panel installed. The larger anti-ice panel has an additional attach rod, and a different electrical connector. Remove Windshield Anti-Ice Panel and Attach Bracket (Refer to Figure 201). (1) Make sure electrical power is off. (2) Disconnect the connector from the receptacle that is found at the center lower windshield, then install the cover over the receptacle. (3) Disconnect the shock chord hook or the attach rod(s). (4) Move the spring-loaded lever on the release assembly to release the hinge pins, then remove the anti-ice panel. (5) Stow the anti-ice panel in the storage bag for protection. (6) Attach the anti-ice panel to the sidewall of the airplane, aft of the cargo door. (a) Stretch the storage bag attach chord over the anti-ice panel, then hook the attach cord into the bracket. (7) Remove the screws, washers, nuts and spacer, that attach the attach bracket to the windshield retainer.
NOTE:
A.
|
NOTE:
B.
Do not let the washers and nuts fall behind the instrument panel when you remove the windshield anti-ice attach bracket.
(8) Remove attach bracket from the anti-ice panel, then remove the screws, washers and nuts. Install the Windshield Anti-Ice Panel and Attach Bracket (Refer to Figure 201). (1) To install the attach bracket, align the attach bracket with the holes in windshield retainer, then install the screws, washers and nuts. (2) To install the anti-ice panel, do the steps that follow: (a) Put the anti-ice panel in the center of the attach bracket. (b) Insert the inboard hinge pin into the hole in the attach bracket. (c) Retract the hinge pin on the other end of release assembly with the spring-loaded lever. (d) Release the spring-loaded lever to let the hinge pin engage into the hole in the attach bracket. (e) Do a check that the anti-ice panel is installed correctly. (3) Attach the shock chord hook or the attach rod(s) to the airplane. (4) Make that electrical power is off.
CAUTION: Accidental operation of the heated anti-ice panel for an extended period of time, without the engine in operation, will cause damage to the anti-ice panel and crazing of the windshield. (5) Remove the cover from receptacle, then connect connector to the receptacle. (a) Check the windshield anti-ice system operation as follows: For Airplanes 20800001 thru 20800381 and 208B0001 thru 208B1087, and 1 incorporating SK208-113, do the steps that follow: a Put the battery switch in the ON position. b Put the windshield anti-ice switch in the AUTO position for one minute. c Make sure that the anti-ice panel temperature increases. NOTE:
The anti-ice panel will feel warm to the touch.
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MODEL 208 MAINTENANCE MANUAL
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2614R1070 2614R1029 A2614R3003
Windshield Anti-Ice Panel Installation Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A22412
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DETAIL A AIRPLANES 20800233 THRU 20800381 AND AIRPLANES 208B0354 THRU 208B1087, AND AIRPLANES 20800001 THRU 20800232 AND 208B0001 THRU 208B0353 INCORPORATING SK208-113 A26143003B
Windshield Anti-Ice Panel Installation Figure 201 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL
A59887
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A2614R1370
Windshield Anti-Ice Panel Installation Figure 201 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL
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Windshield Anti-Ice Panel Installation Figure 201 (Sheet 4)
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
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B2614T1373 C2614T1373 D2614T1072
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MODEL 208 MAINTENANCE MANUAL
2
d Put the battery switch and the windshield anti-ice switches in the OFF position. For Airplanes 20800381 and On and 208B1088 and On and incorporating SK208146, do the steps that follow: a Put the battery switch in the ON position. b Put the ammeter selector switch in the BATT position. c Make sure that the W/S ANTI-ICE PRI, W/S ANTI-ICE SEC and W/S ANTI-ICE CONT circuit breakers are engaged. NOTE:
Each time you move a switch as follows, there will be a change in the ammeter indication and illumination of the WINDSHIELD ANTIICE annunciator. If you do not see a change when you move the switch(es), then record the difference and continue the test.
d e f
Put the W/S PRIMARY switch in the AUTO position, then record the time. Put the W/S SECONDARY switch in the AUTO position. Make sure that the WINDSHIELD ANTI-ICE annunciator goes off within 120 seconds from the time that you put the W/S PRIMARY switch in the AUTO position. g If you do not see a change when you move the switch(es), then record the difference and continue the test. h Momentarily put the W/S PRIMARY switch in the MANUAL position. i Momentarily put the W/S SECONDARY switch in the MANUAL position. i Put the BATTERY switch in the OFF position. 3.
Windshield Anti-Ice Electrical Receptacle Cover Removal/Installation A.
Remove the Windshield Anti-Ice Electrical Receptacle Cover (Refer to Figure 201). (1) Make sure that the electrical power is off. (2) Disconnect the connector from the receptacle in the cover. (3) Remove the screws, washers and nuts that attach the cover to the windshield retainers. (4) Remove the nut that attaches the receptacle to the cover. (5) Put a tag on the wires from the receptacle to identify them. (6) Remove the wires from the receptacle. (7) Remove the cover.
B.
Install the Windshield Anti-Ice Electrical Receptacle Cover (Refer to Figure 201). (1) Put the wires through the hole in the electrical receptacle cover, then install the wires in the receptacle. (2) Remove the tags from the wires. (3) Put the receptacle in the cover, then attach with the nut. (a) Use FULACRYL FS3606T to make a seal around the perimeter of the cover, electrical receptacle and the hole in the windshield retainer where the anti-ice wires route. NOTE: (4) (5)
4.
Seal is applied to keep moisture out of the cabin area.
Install the screws, washers and nuts that attach the cover to the windshield retainers. Connect the connector to the receptacle.
Windshield Anti-Ice Controller Removal/Installation A.
Remove the Windshield Anti-Ice Controller (Refer to Figure 201). (1) Make sure electrical power is off. (2) Remove the circuit breaker panel to get access to the anti-ice controller that is found in the electrical equipment box behind the circuit breaker panel. (3) Put a tag on the wires from the controller. (4) Remove the controller wires. (5) Remove the screws that attach the controller to the electrical equipment box, then remove the controller from the airplane.
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MODEL 208 MAINTENANCE MANUAL B.
5.
6.
Install the Windshield Anti-ice Controller (Refer to Figure 201). (1) Make sure that electrical power is off. (2) Align the controller with the nutplates in the electrical equipment box, then install with the screws. (3) Remove the identification tags from wires, then install the wires to the controller. (4) Install the circuit breaker panel.
Windshield Anti-Ice Relay Removal/Installation A.
Remove the Windshield Anti-Ice Relay (Refer to Figure 201). (1) Make sure electrical power is off. (2) Remove the circuit breaker panel to get access to the anti-ice relay that is found in the electrical equipment box. (3) Remove the plug(s) from the anti-ice relay mounting base. (4) Remove the screw(s) that attach the relay to the airplane. (5) Remove the relay from the airplane.
B.
Install the Windshield Anti-Ice Relay (Refer to Figure 201). (1) Make sure electrical power is off. (2) Attach the relay with the screw(s). (3) Connect the plug(s) into the relay. (4) Install the circuit breaker panel.
Approved Repairs A.
Windshield Anti-Ice Panel Repair (Refer to Figure 202). NOTE:
There are two different methods to attach the upper side of the anti-ice panel. Earlier serial number airplanes had a rubber bungee system and this was later changed to a steel rod system.
(1) Make sure electrical power is off. (2) Disconnect the electrical connector from the receptacle that is found at the lower, center part of the windshield. (3) Remove the screws, washers and nuts that attach the lower bracket and release assembly, remove the lower bracket and release assembly. NOTE:
If you replace only one side of the frame, use extreme precaution when you remove the hinge block of the release assembly from the remaining side. This is necessary so you do not damage the copper strip that is found between the hinge block and the frame channel.
CAUTION: Be careful so you do not damage the glass. (4)
Remove the side frame assembly. NOTE:
You can use a thin putty knife to help in the removal of the side frame assembly.
(5) Use methyl n-propyl ketone to remove all the copper tape or sealer from the glass, if necessary. (6) Clean the glass with alcohol, then a clean cloth. (7) Pull off the backing and put the new self-sticking copper tape (3M, 1181) in position the on outboard face of the glass. (8) Make sure there is a 0.06-inch space between the top and side edges of the glass. (9) Make sure there is a 1.0-inch overlap of copper tape from the bottom edge of the glass. (10) Tin the outer 0.75 inches of the overlap of the copper strip(s). Refer to Model 208 Series Wiring Diagram Manual, Chapter 20, Soldering - Maintenance Practices. (11) Put the three 2601445-13 rubber spacers on the inside length of the glass retainer channel.
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A22404
VIEW A-A OUTBOARD FRAME
0.06 INCH GAP BETWEEN COPPEF TAPE AND EDGE OF PANEL (TYPICAL)
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L -1 TIN LAST 0.75 INCH (TYPICAL)
VIEW C-C
DETAIL B
AIRPLANES 20800001 THRU 20800232 AND AIRPLANES 208B0001 THRU 208B0353 NOT INCORPORATING SK208-113
NOTE 1: AIRPLANES 20800382 AND ON AND AIRPLANES 208B1088 AND ON AND AIRPLANES INCORPORATING SK208-146 HAVE A LARGER ANTI-ICE PANEL, TWO ATTACH RODS, A DIFFERENT TYPE OF CONNECTOR AND HAVE A 0.20-INCH DIMENSION AS SHOWN IN DETAIL B.
26143003B A2614X1239 B2614C1237 AA2614C1235 BB2614C1236 CC2614C1238
Windshield Anti-Ice Panel Repair Figure 202 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL (12) Make sure they are equally distanced between the ends of the channel. NOTE:
There will be one spacer in the center and one spacer near each end. The spacers are to prevent contact with the glass and the rivet tails.
(13) Use Type 1, Class 2A adhesive to make a bond between the new 2601445-2 and/or-3 frame assembly to the glass. Refer to Chapter 20, Fuel, Weather and High- Temperature Sealing Maintenance Practices. (14) Align the top edges of the glass and the frame. (15) Put the hinge blocks in position, then attach the components for the windshield anti-ice panel. (16) Drill two holes in each new tinned copper to align the hinge block. (17) Make an electrical bond between the following components. Refer to Chapter 20, Electrical Bonding - Maintenance Practices. (a) The lower bracket to the 2601445-2 and -3 frame assemblies. (b) The 2601445-2 and -3 frame assemblies to the copper strips.
CAUTION: Make sure the electrical lead is attached in the clamp. (c)
The ground terminal to the frame assembly. NOTE:
Make sure that none of the screws extend into a position where the windshield can be scratched.
(18) Remove the rod end and nut from the 2601445-10 rod assembly, then install it through the spring guide assembly. (19) Install the nut and the rod end on the rod assembly. (20) Connect the connector to the receptacle that is found at the center lower windshield. (21) If the panel has not been modified per SK208-113, or on Airplanes 20800001 thru 20800232, or on Airplanes 208B0001 thru 208B0353, you must also do the step that follows: (a) Remove the existing screw, nut and washer in the upper windshield located at approximately LBL 18.25. Replace the existing screw with a screw combination that forms the mount for the rod 1 assembly. 2 Put the washer and nut on both the outside and inside of the windshield. 3 Make sure you leave 0.22 inches of screw shank between the outer nut and the head of the screw.
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE WINDSHIELD SPRAY BAR - MAINTENANCE PRACTICES 1.
General A.
This section contains the removal and installation procedures for the TKS anti-ice windshield spray bar.
B.
Recommended maintenance to keep the TKS fluid at its correct viscosity is as follows: • Operate the pumps monthly, or as necessary, in the HIGH mode until the air is removed from the fluid system. • Keep the TKS system operational at all times to keep air pockets out of the system. • If the fluid tank is removed and installed or replaced, do the porous panel purge and test procedures. NOTE:
2.
Tools and Equipment A.
3.
If the fluid is too thick, the porous panels can become blocked or clogged.
For a list of tools and equipment, refer to Ice and Rain Protection - General.
TKS Anti-Ice Windshield Spray Bar Removal/Installation
WARNING: For health and environmental data, review the applicable Material Safety Data Sheet (MSDS). WARNING: Before you disconnect components of the TKS anti-ice system, slowly loosen the coupling that is connected to the component to be removed because it is possible that pressure is still in the system. WARNING: Immediately remove (clean) or contain all the TKS fluid that is spilled. TKS fluid on the floor will cause a slip hazard. WARNING: Before you operate the TKS system during this procedure put plastic sheets or absorbent cloths under the porous panels to keep the TKS fluid off the floor. This will help to prevent injury to personnel. WARNING: Correctly discard all unwanted TKS fluid and dirty cloths. TKS fluid is a hazardous waste and must be discarded in accordance with approved procedures. CAUTION: Use only approved TKS fluids. Approved fluids, in accordance with specification DTD 406B, are normally 80% to 85% mono-ethylene glycol, 5% isopropyl alcohol, and 10% to 20% de-ionized water. Fluid density is approximately 9.2 lbs/gal. CAUTION: Use only clean, filtered fluid in the TKS system. Contamination will cause fluid blockage and/or damage to the porous panel. A.
Remove the Windshield Spray Bar (Refer to Figure 201 and Figure 202). (1) Remove external electrical power from the airplane. (2) Disengage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY • W/S ANTI-ICE • BACKUP ANTI-ICE. (3) On airplanes that have the G1000 system installed, disengage the ENG INTFC circuit breaker on the left circuit breaker panel.
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MODEL 208 MAINTENANCE MANUAL
TKS Anti-Ice System Flow Diagram Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
TKS Anti-Ice System Windshield Spray Bar Figure 202 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL (4)
On airplanes that do not have the G1000 system installed, disengage the ANTI-ICE GAUGE circuit breaker on the left circuit breaker panel. (5) Open the engine cowl doors. (6) Disconnect the hose fitting from the spray bar assembly. (7) Loosen the spray bar backnut that attaches the spray bar fitting to the bracket. (8) Install caps on all tube ends to keep FOD out of the TKS system. (9) Remove the screws that attach the deflector, P-clips, and spray bar to the cowl deck. (10) Remove the deflector, P-clips, and spray bar from the airplane. B.
Install the Windshield Spray Bar (Refer to Figure 201 and Figure 202). (1) Put the deflector, P-clips, and spray bar in position on the cowl deck. (a) Make sure that the P-clips are not on the spray bar holes. (2) Install the screws that attach the deflector, P-clips, and spray bar to the cowl deck. (3) Remove the caps from the tube ends. (4) Connect the hose fitting to the spray bar assembly. (5) Tighten the spray bar backnut that attaches the spray bar fitting to the bracket. (6) Use Type I, Class B sealant to apply a fillet seal along the forward edge of the deflector. (7) Engage the circuit breakers on the left circuit breaker panel that follow: • PRIMARY ANTI-ICE • W/S ANTI-ICE • BACKUP ANTI-ICE. (8) On airplanes that have the G1000 system installed, engage the ENG INTFC circuit breaker on the left circuit breaker panel. (9) On airplanes that do not have the G1000 system installed, engage the ANTI-ICE GAUGE circuit breaker on the left circuit breaker panel. (10) Supply external electrical power to the airplane. (11) Put the EXTERNAL POWER switch on the pilot's switch panel in the BUS position. (12) Put the MAX FLOW switch on the ANTI-ICE FLUID CONTROL switch panel in the WINDSHIELD position, then release the switch. NOTE:
The windshield pump will start when you put the spring-loaded MAX FLOW switch in the WINDSHIELD position and it will continue for four seconds after you release it.
(a) Make sure that fluid flows from the spray bar. (b) Make sure that there is no fluid leakage from the fitting. (13) Remove external electrical power from the airplane. (14) Clean the floor and the airplane surfaces as necessary. (15) Close the engine cowl doors.
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MODEL 208 MAINTENANCE MANUAL PROPELLER ANTI-ICE - DESCRIPTION AND OPERATION 1.
General A.
2.
Model 208 propeller is protected from ice by an electrical anti-ice system.
Description and Operation A.
The system is of an electrothermal type, consisting of electrically heated de-ice boots bonded to each propeller blade, a slip ring assembly for power distribution to the propeller de-ice boots, a brush block assembly to transfer electrical power to the rotating slip ring and a timer, installed on a diagonal brace on the aft, left side of the firewall, to cycle electrical power to the de-ice boots in proper sequence. A three position toggle switch labeled PROP, located on the de- ice/anti-ice switch panel, on lower left instrument panel, controls the engine propeller de-ice systems. Two circuit breakers; a heater circuit breaker, labeled PROP ANTI-ICE protects the propeller anti-ice heating circuit, and a control circuit breaker, labeled PROP ANTI-ICE CONTROL protects the propeller anti-ice timer circuit. Both circuit breakers are located on the left sidewall circuit breaker panel. A propeller anti-ice ammeter, located on the left instrument panel, indicates amperage for the propeller anti-ice system. The anti-ice system applies heat to the surfaces of the propeller blades where ice would normally adhere. This heat, plus centrifugal force and the blast from the airstream, removes accumulated ice. Because excessive anti-ice heat may damage the propeller blades which are constructed of composite materials, an oil pressure switch in the electrical circuit is utilized to prevent the propeller anti-ice from being turned on without the engine operating. When the PROP anti- ice switch is placed in the AUTO (upper) position, the timer controls electrical power through the brush block and slip ring to the three propeller anti-ice boots in intervals of 90 seconds on and 90 seconds off. The anti-ice system is off when the switch is placed in the center position. In the event of a malfunction in the propeller anti-ice timer circuit, the switch can be held in the momentary MANUAL (lower) position to bypass the timer circuit and achieve propeller anti-icing. Operation of the propeller anti-ice system can be checked by monitoring the prop anti-ice ammeter. The anti-ice system is operating correctly when ammeter is indicating within the green arc. The anti-ice system incorporates lightning protection which consist of a metal oxide varistor mounted on the left upper forward side of the firewall, and three overspark brackets installed beneath the brush block terminal strips.
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MODEL 208 MAINTENANCE MANUAL PROPELLER ANTI-ICE - TROUBLESHOOTING 1.
General A.
A troubleshooting chart has been developed to aid the maintenance technician in system understanding. Refer to Figure101.
B.
The propeller anti-ice timer has a 90 second ON cycle and a 90 second OFF cycle. but does not have a automatic reset function. When the propeller anti-ice switch is placed in the OFF position during a OFF cycle the timer will stop at that point in its 90 second cycle. When the switch is placed in the AUTO position, the system will remain OFF until the remainder of the 90 second cycle is completed. Also if the anti-ice switch is turned OFF during a ON cycle the timer will stop at this point in its 90 second cycle. When the anti-ice switch is placed in the AUTO position, the system will remain ON until the remainder of the ON cycle is completed. The completion of these cycle times should not be misinterpreted as caused by a faulty timer.
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A11627
AMMETER READING BELOW GREEN ARC, OR NO READING
CHECK FOR AN OPEN CIRCUIT IN THE BOOT. DISCONNECT LEADS FROM BRUSH BLOCK AND CHECK BOOT FOR CONTINUITY. IF -
I
I CONTINUITY EXISTS, CHECK FOR DISENGAGED PROP ANTI-ICE CONTROL CIRCUIT BREAKER AND ENGAGE. IF-
NO CONTINUITY EXISTS, REPLACE BOOT.
OK, CHECK FOR DISENGAGED PROP ANTI-ICE CIRCUIT BREAKER AND ENGAGE. IF-
CIRCUIT BREAKER TRIPS, LOCATE AND CORRECT DEFECTIVE WIRING AND/OR COMPONENTS.
OK, CHECK FOR F DEFECTIVE SWITCH. IF-
CIRCUIT BREAKER TRIPS, LOCATE AND CORRECT DEFECTIVE WIRING AND/OR COMPONENTS.
OK, CHECK TIMER FOR PROPER OPERATION. REMOVE MAIN POWER WIRE AT BRUSH BLOCK TO PREVENT BOOTS FROM HEATING. JUMPER PIN F OF TIMER CONNECTOR TO GROUND TO BYPASS OIL PRESSURE SWITCH. TURN PROP ANTI-ICE SWITCH ON AND CHECK FOR SYSTEM VOLTAGE BETWEEN PIN C OF TIMER CONNECTOR AND GROUND. SYSTEM VOLTAGE SHOULD BE INDICATED AT 90 SECOND INTERVALS. IF -
NOT OK, REPLACE SWITCH.
OK, CHECK SLIP RING ALIGNMENT. IF -
NOT OK, REPLACE TIMER.
I
»
A
Propeller Anti-Ice Toubleshooting Chart Figure 101 (Sheet 1)
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A1162B
OK, START ENGINE AND CHECK FOR SYSTEM VOLTAGE BETWEEN PINS A AND F OF DEICE TIMER. IF-
OK, CHECK AMMETER FOR PROPER OPERATION. WITH ENGINE RUNNING AND SYSTEM ON, LOAD READING AT THE GAGE SHOULD BE 20 TO 24 AMPS FOR 90 SECONDS INTERVALS. IF METER FAILS TO INDICATE WITHIN THE GREEN ARC, REPLACE AMMETER.
NOT OK, REPLACE OR REALIGN BRUSHES.
NO SYSTEM VOLTAGE IS PRESENT, REPLACE OIL PRESSURE SWITCH.
Propeller Anti-Ice Toubleshooting Chart Figure 101 (Sheet 2)
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A11629
AMMETER READING ABOVE GREEN ARC.
ELECTRICAL SHORT IN PROPELLER ANTI-ICE SYSTEM. DETERMINE CAUSE AND CORRECT.
Propeller Anti-Ice Toubleshooting Chart Figure 101 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL PROPELLER ANTI-ICE - MAINTENANCE PRACTICES 1.
General A.
2.
Propeller anti-ice maintenance practices consist of propeller anti-ice boot removal/installation and electrical components removal/installation.
Propeller Anti-Ice Boots (Hartzell) Removal/nstallation A.
Remove Propeller Anti-Ice Boots (Refer to Figure 201).
WARNING: Cement and solvent vapors are toxic and extremely flammable. Use only in a well ventilated area away from sparks and vapors. Excess exposure could cause injury or death. If dizziness or nausea occur, obtain fresh air immediately. Avoid contact with skin or eyes. Use solvent- resistant gloves to minimize skin exposure. Use safety glasses to minimize chance of eye contact. If eye contact occurs, flush eyes with water for 15 minutes and see a physician. If skin contact occurs wash thoroughly with soap and water. If swallowed, do not induce vomiting. See a physician immediately. (1) Ensure that airplane electrical power is off. (2) Remove all large tie straps (5) securing electrical leads to propeller and hub. (3) Remove small tie strap (2) securing the two pin housing (6) and disconnect two pin housing (6) on the anti-ice boot leads. (4) To remove or loosen installed anti-ice boots, use Toluol to soften the cement line. Apply a minimum amount of this solvent to the cement line as tension is applied to peel back the boot. The removal should be slow enough to allow the solvent to undercut the cement so that parts will not be damaged. B.
Install Propeller Anti-Ice Boots (Refer to Figure 201). (1) Clean propeller surface to be bonded methyl n-propyl ketone. For final cleaning, wipe solvent film off quickly with a clear, dry cloth before it has time to dry. (2) Draw a line on centerline of leading edge of propeller blade. (3) Position boot on propeller so bottom of boot is 1.0 inch, +0.031 or -0.031 inch from propeller hub. (4) Position boot centerline (boot centerline is indicated by embossed marks 3/8 inch long at each end of the boot on the breeze surface) over propeller leading edge centerline. These marks may be transferred to the boot side using a silver pencil. (5) Slide inboard end of boot centerline 0.25 inch toward forward side of prop and mark this dimension. (6) Slide outboard end of boot centerline 0.25 inch toward forward side of prop and mark this dimension. (7) Draw a line between two marks established in steps 5 and 6. This is the line to be used to center boot on the propeller leading edge centerline. (8) Mask off an area 1/2 from each side and outer end of boot and remove boot. (9) Mix EC-1300L cement (Minnesota Mining & Mfg. Co.) thoroughly. Surfaces shall be above 60°F prior to applying cement. During periods of high humidity, care shall be taken to prevent moisture condensation due to cooling effect of evaporating solvent. This can be done by warming the area with a heat gun or heat lamp. Apply one even brush coat of EC-1300L cement to cleaned composite surface. Allow to air dry for a minimum of one hour, then apply a second even brush coat of EC-1300L cement. (10) Moisten a clean cloth with methyl n-propyl ketone and clean bond surface of boot, changing cloths frequently to avoid contamination of cleaned area. (11) Apply one even coat of EC-1300L cement to bond surface of boot. It is not necessary to cement more than half of boot strap.
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A22406
9
10
A
7
J DETAIL
B
(HARTZELL)
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
TIE-STRAP SMALL TIE-STRAP SLIP RING WIRE CONNECTOR SMALL TIE-STRAP LARGE TIE-STRAP ANTI-ICE BOOT WIRE CONNECTOR NUT WASHER 4 BEVELED WASHER BUTTONHEAD SCREW
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DETAIL A
26142049 A26141073 B26141072
(HARTZELL) Propeller Anti-Ice Boots Installation Figure 201 (Sheet 1)
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MAINTENANCE MANUAL
A7AnA l
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SLIP RING FOLLOW UP RING PROPELLER ANTI-ICE BOOT SPINNER BULKHEAD 26141152 C26142049
Propeller Anti-Ice Boots Installation Figure 201 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL
l
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22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34.
ELECTRICAL PLUG TIMER SCREW NUT WASHER MOUNT SHIM BRUSH BLOCK SCREW AMMETER BODY INSTRUMENT PANEL O-RING BEZEL D26141028 E26141125 F2614X1074
Propeller Anti-Ice Boots Installation Figure 201 (Sheet 3)
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MAINTENANCE MANUAL
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Propeller Anti-Ice Boots Installation Figure 201 (Sheet 4)
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MODEL 208 MAINTENANCE MANUAL
A22413
22. 23. 24. 40. 41.
ELECTRICAL PLUG TIMER SCREW PROPELLER BRACKET
53. 54. 55. 56. 57.
TERMINAL BLOCK ELECTRICAL LEADS BRACKET WASHER NUT
E
DETAIL E-
D26141028A E2614X1075
Propeller Anti-Ice Boots Installation Figure 201 (Sheet 5)
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MODEL 208 MAINTENANCE MANUAL (12) Using a silver colored pencil, mark a centerline along leading edge of propeller blade and a corresponding centerline on cemented bond surface of boot. (13) Reactivate surface of cement using a clean, link-free cloth, heavily moistened with Toluol. Avoid excessive rubbing of cement, which would remove cement. (14) Position boot centerline on line established in step 7, starting at hub end at the position marked. Tack boot centerline to line established in step 7. If boot is allowed to get off center, pull up with a quick motion and replace properly. Roll firmly along centerline with a rubber roller. (15) Gradually tilting roller, work boot carefully over either side of blade contour to avoid trapping air in pockets. (16) Roll outwardly from centerline to edges. If excess material at edges tends to form wrinkles, work them out smoothly and carefully with fingers. (17) Apply one even coat of EC-539 (Minnesota Mining & Mfg. Co.), mixed per manufacturers instructions, around edges of installed boot. (18) Remove masking tape from propeller and clean surface of propeller by wiping with a clean cloth dampened with Toluol. (19) Test anti-ice boots for continuity by using an ohmeter. Connect leads from ohmmeter to anti- ice boot wire connector (6) terminal. There should be a reading between 2.5 and 3.5 ohms. (20) Install electrical connectors, wire harness leads, and tie-straps in the following order. (a) Connect anti-ice boot wire connector (6) to slip ring wire connector (3). (b) Install small tie- strap (2) between leads and around assembled connector. (Do not tighten). (c) Install large tie-straps (5) through small tie-strap (2) securing connector and around prop blade clamp. (Do not tighten). (d) Route slip ring wire leads under upper tie-strap (5). (e) Install second small tie- strap (4) securing slip ring wire leads to upper large tie-strap (5). (f) Position connector assembly on hub to eliminate slack in anti-ice boot leads. (g) Install tie-strap (1) around prop blade over anti-ice boot leads. (h) Tighten all tie-straps. 3.
Propeller Anti-Ice Boots (McCauley) Removal/Installation A.
Remove Propeller Anti-ice Boots (Refer to Figure 201).
CAUTION: Cushion the jaws of any pulling tool (vise grips, pliers, etc.) to prevent damage to the boot, unless the boot is to be scrapped. (1) If boot is to be scrapped, strip from blade without solvent. (2) Cut sta-straps (42) and disconnect electrical lead (46).
CAUTION: When removing boots from a complete propeller assembly, care must be taken to prevent solvent from leaking into the propeller hub and causing damage to the seals. The blade being worked on should be pointed down so all excess solvent will run to the outboard tip of the blade. As an extra precautionary measure, the hub and blade area should be masked. Do not use any sharp objects which might scratch the blade when removing the boot. (3) Using methyl n-propyl ketone or toluol to soften adhesion line between the anti-ice boot and propeller blade, start at one corner, loosen enough of the boot to grasp with vise grips, pliers, or similar tool. (4) Apply a steady pull to remove boot; pull the boot from the blade slowly and carefully while continuing to use a liberal amount of methyl n-propyl ketone or toluol to soften the adhesion line. (5) Remove all residual cement from blade. Use solvents with caution as mentioned above. (6) Visually inspect propeller blade for damage or deterioration. Check for corrosion, cracks, dents or nicks. If defects are found propeller must be repaired by an authorized propeller repair station.
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MODEL 208 MAINTENANCE MANUAL B.
Install Propeller Anti-ice Boots (Refer to Figure 201). (1) Outline area to be masked using a red pencil according to dimensions shown in Figure 204. A template or the anti-ice boot may be used. Electrical leads must be aligned with terminal bracket. (2) Once the anti-ice boot is positioned, mark an area 1/2 inch ouside the boot perimeter. Using masking tape, mask around the outline. (3) Clean entire masked area throughly with methyl n-propyl ketone or acetone. For final cleaning, quickly wipe off solvent with a clean, dry, lint-free cloth to avoid leaving a film. (4) Apply a second layer of masking tape to cover an additional 1/8 inch inside of previously masked area. CAUTION: Cleanliness of metal and rubber parts cannot be overemphasized. Only very clean surfaces will ensure maximum adhesion. (5) Moisten a clean cloth with methyl n-propyl ketone or acetone. Clean unglazed (back) surface of the anti-ice boot. Change the cloth frequently to avoid contamination of the clean area. NOTE:
To prevent curling of the anti-ice boot edges, apply masking tape to the edges on the smooth side before applying cement to the fabric impressioned side. Remove tape from the anti-ice boot before starting installation.
(6) Installation should be made at room temperature (60°-75 F). Apply one even brush coat of cement to the clean, masked surface of the propeller blade and the fabric impressioned side of the anti-ice boot. (7) Allow cement to air dry for a minimum of one hour at 40°F or a bove, when the relative humidity is less than 75%. If humidity is 75% to 90%, additional drying time will be required to cure cement. Do not apply cement if relative humidity is higher than 90%. (8) After cement is dry (not tacky), apply a second even, brush coat to the anti-ice boot. Then immediately apply an even brush coat of cement to the clean masked off area of the propeller. Timing is important because the cement on both surfaces must reach the tacky stage at the same time. (9) When cement is tacky on both surfaces, locate anti-ice boot electrical leads with terminal bracket installed. Tack the anti-ice boot center line to the leading edge of the blade, starting at the inboard end working toward the tip. If cement dries, use methyl n-propyl ketone or toluol as necessary. If boot is allowed to get off center, pull up with a quick motion and re-apply. If cement is removed from either surface, completely remove the boot and re-apply cement, as in step (6) and (7). Use methyl n-propyl ketone or toluol as necessary to re-install boot. (10) When correctly positioned, press firmly with rubber or wooden hand roller along full length of the leading edge to form a tight bond. (11) Gradually tilt roller over either side of leading edge contour to avoid trapping air. Roll from leading edge of blade toward the tip. Work all excess boot material out to perimeter before moving to the next section. If excess material at boot edges tends to pucker, use fingers to carefully work puckers smooth. (12) Remove masking tape applied in step (4). (13) Check the electrical resistance between the boot leads, reading should be between 3.60 maximum, 3.26 minimum. (14) Check for intermittent open circuits by tensioning the anti-ice boot leads while measuring resistance. Also press lightly on entire boot heating element surface and in area adjacent to leads. Resistance must not fluctuate. (15) Mix two parts of Sunbrite 78-U-1003 brushable black enamel with one part enamel catalyst U1001 -C.
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MODEL 208 MAINTENANCE MANUAL
CAUTION: It is imperative that the masking steps as described in steps (3) and (4) be followed. This will ensure the sealer will be applied to both the adhesive and 1/8 inch of bare metal. If the adhesion line and sealer line start at the same point water will be allowed to seep underneath the adhesion line, resulting in an ineffective seal. (16) Apply one, even, brush coat of sealer to the area around the boot covering the 1/8 inch of bare metal and adhesive along with a masked off area of 1/8 inch of the anti-ice boot. Remove masking tape as sealer is brushed on, otherwise, seal will pull up along with the tape. Allow sealer to dry. (17) Allow 12 hours minimum cure time and 24 hours before actually operating the anti-ice system. 4.
Slip Ring Assembly (Hartzell) Removal/Rework/Installation A.
B.
Remove Slip Ring Assembly (Refer to Figure 201). (1) Ensure that airplane electrical power is off. (2) Remove propeller. (3) Tag and remove electrical wires from the three terminal strips (16) on spinner bulkhead. (4) Remove and retain buttonhead screws (10), beveled washers (9), washers (8), and nuts (7) securing slip ring (18) to spinner bulkhead. (5) Remove slip ring (18) carefully working electrical leads through holes in spinner bulkhead. Rework Slip Ring Assembly (Refer to Figure 202). NOTE:
C.
The slip rings can be reworked down to a minimum height of 0.187 inch. If this dimension is exceeded then slip ring assembly will have to be replaced.
(1) Check slip rings (2) for surface damage (gouges, pits, etc.). If damage exists, proceed with the following steps. (2) Tag and remove wires from slip ring assembly (2). (3) Check that flatness of mounting surface is within 0.005 inch overall. (4) Locate assembly concentrically in a lathe so that runout does not exceed 0.002 inch in 360degree rotation. (5) Using a light cut for a smooth finish (29-35 micro- inches), cut no deeper than required to remove surface damage. (6) Ensure that contact surfaces of slip ring (2) is parallel within 0.005 inches and flat within 0.005 inches overall; deviation is not to exceed 0.002 inches in any four inch interval of slip ring travel. (7) Undercut epoxy insulation between and around slip rings 0.020 to 0.030 inches as necessary. Outer edge of slip ring holder must be undercut to same dimension as insulation. (8) Deburr slip ring edges. (9) Check Insulation resistance between slip rings and to metal holder using a mega-ohmeter. Applying 500 VDC, resistance must be a minimum of 0.5 megohms after one minute. (10) Reconnect wires that were removed in step (2). Install Slip Ring Assembly (Refer to Figure 201). (1) Insert slip ring electrical leads through holes in spinner bulkhead and align screw holes. (2) Install buttonhead screws (10), beveled washers (9), washers (8), and nuts (7). (3) Install propeller. NOTE:
5.
Before proceeding with slip ring installation, the following slip ring alignment must be accomplished.
Slip Ring Alignment Check (Hartzell) A.
Check Slip Ring Alignment (Refer to Figure 202). (1) Securely attach a dial indicator gage to brush block mounting bracket and place pointer on slip ring surface.
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MODEL 208 MAINTENANCE MANUAL
ORIGINAL SURFACE
A22414
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BRUSH FACE ALIGNMENT (HARTZELL) Brush Face Alignment Figure 202 (Sheet 1)
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A22416
INCORRECT FACE ALIGNMENT
INCORRECT FACE ALIGNMENT
2 1
!
CORRECT FACE ALIGNMENT
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0.064 INCH,
+0.015 OR -0.015 INCH
1. BRUSH 2. SLIP RING 3. BRUSH BLOCK ASSEMBLY
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(MCCAULEY)
2614X1078 2614X1079
Brush Face Alignment Figure 202 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL (2) Rotate propeller slowly by hand checking slip ring (2) surfaces to ensure they deviate no more from a true plane than 0.008 TIR (true indicator reading) and 0.002 in any four inch interval of slip ring travel. Vary torque on screws between 40 and 100 inch-pounds to obtain flatness required. NOTE:
Care must be taken to exert a uniform push or pull on propeller to avoid a considerable error in readings.
(3) If slip ring (2) runout is within limits specified, no corrective action is required. If runout is not within limits specified, slip ring will have to be replaced. NOTE: 6.
Check alignment of brushes (1) in brush block assembly (3) with slip ring assembly (2).
Slip Ring Run-Out Test (McCauley) A.
Test Slip Ring Run-Out (Refer to Figure 202 ). NOTE:
Removal and installation of slip ring assemblies on McCauley propellers for Pratt and Whitney engine installations are limited to authorized FAA approved propeller repair stations or A & P mechanics that have completed the C703 series propeller assembly/disassembly training offered by McCauley and incorporate McCauley Technical Report 722 as revised.
CAUTION: Excessive slip ring runout will result in severe arcing between slip ring and brushes, and cause rapid brush wear. If allowed to continue, this condition will result in rapid deterioration of slip ring and brush contact surfaces, and lead to eventual failure of propeller de-icing system. (1) To check this condition, ensure the slip ring face run-out does not exceed 0.008 inches (total indicator reading). (2) Securely attach a dial indicator to the brush block mounting bracket and place pointer on slip ring surface. (3) Rotate propeller through 360 degrees of rotation observing the dial indicator for a total indicator reading not to exceed 0.008 inches. (4) If the reading exceeds 0.008 inches, slip ring assembly must be removed and remachined. 7.
Brush Length Inspection (Hartzell) A.
Inspect Brush Length (Refer to Figure 203 ). NOTE:
Inspect brushes and clean slip ring in accordance with Inspection Time Limits set forth in Chapter 5.
Ensure that airplane electrical power is off. Remove right nose cap half. Remove washers (1) and nuts (2) securing brush block assembly bracket (3) to engine. Position brushes (4) so that ends of brushes extend 0.0625 inch from brush block assembly module (5). (5) Place marks on a straightened paper clip (6) 0.36 inch from end, and 1.39 inches from end. (6) Position paper clip (6) through slot in brush block bracket (3) and into hole in brush block assembly module (5). (1) (2) (3) (4)
NOTE:
The brushes (4) may or may not be equipped with rods.
(7) Observe appropriate mark on paper clip (6), 0.36 inch mark (with rods) or 1.39 inch mark (without rods). If appropriate mark disappears into brush block assembly module (5) brush block assembly module (5) must be replaced.
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MAINTENANCE MANUAL
8.
Brush Length Inspection (McCauley) A.
Inspect Brush Length (Refer to Figure 203). NOTE: (1) (2) (3) (4) (5) (6) (7) (8) (9)
9.
Ensure that airplane electrical power is off. Remove right nose cap half. Remove nuts (2) and washers (3) securing bracket (1) to engine. Insert a small diameter feeler gage (5) into the slots provided on the sides of the block holder assembly. With the feeler gage inserted, push down on the brush until it bottoms out on the gage (5). Measure the distance between the holder and top surface of the brush. If brush measures 0.094 inches or less, the brush and brush block assembly (4) should be replaced. Reinstall brush block assembly (4) on engine using washers (3) and nuts (2). Torque 28 to 32 inch- pounds. Reinstall right nose cap half.
Brush Block Removal/Installation (Hartzell) A.
Remove Brush Block (Refer to Figure 201). (1) Ensure that airplane electrical power is off. (2) Tag to identify and disconnect electrical wires from brush block (29). (3) Remove screws (30), washers (26), and nuts (25) securing brush block (29) to mount (27). (4) Remove shim (28) between brush block (29) and mount (27). Remove brush block (29) from airplane.
B.
Install Brush Block (Refer to Figure 201). NOTE: (1) (2)
10.
Inspect brushes and clean slip ring in accordance with Inspection Time Limits set forth in Chapter 5.
Before proceeding with brush block installation, ensure that brush block alignment has been accomplished.
Ensure that airplane electrical power is off. Insert shim (28) between brush block (29) and mount (27) then install screws (30), washers (26), and nuts (25).
Brush Block Removal/Installation (McCauley) A.
Remove Brush Block (Refer to Figure 201). (1) Ensure that airplane electrical power is off. (2) Tag to identify and disconnect electrical leads (54). (3) Remove screws (51) washers (52) spacers (60) and shims (59) then remove brush block (58).
B.
Install Brush Block (Refer to Figure 201). NOTE: (1) (2)
Before proceeding with brush block installation, brush block alignment must be accomplished.
Ensure that airplane electrical power is off. Insert screws (51) with washers (52) through bracket (55) then install spacers (60) and shims (59) and screw into brush block (58) but do not tighten.
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MODEL 208 MAINTENANCE MANUAL
1. WASHER 2. 3. 4. 5. 6.
NUT BRUSH BLOCK ASSEMBLY BRACKET BRUSH BRUSH BLOCK ASSEMBLY MODULE PAPER CLIP 1.39
0.0625 INCH
1.39. INCH
0.36 INCH
DETAIL
A
(HARTZELL)
I
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B
2650X1001 A26141125 B2614X1080
(HARTZELL) Brush Length Inspection Figure 203 (Sheet 1)
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A2241B
C
1
2
3 4
0.094 MINIl
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1. 2. 3.
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BRACKET NUT WASHER BRUSH BLOCK ASSEMBLY FEELER GAGE
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A26141125A C2614X1081
Brush Length Inspection Figure 203 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL
11.
Brush Block Assembly to Slip Ring Alignment (Hartzell) CAUTION: Ensure that slip ring alignment has attempting to align brushes on slip ring. A.
been accomplished
before
Align Brush Block Assembly to Slip Ring Attachment (Refer to Figure 202). NOTE:
Keep brushes retracted in brush block until slip ring and propeller assemblies have been installed. In order to get smooth, efficient and quiet transfer of electric power from brushes to slip ring, brush alignment must be checked and adjusted, to meet the following requirements.
(1) The clearance between brush block (3) and slip ring (2) must be 0.064 inch, +0.015 or -0.015 inch. (2) The brushes are to be lined up with slip ring so that entire face of each brush (1) is in contact with slip ring (2) throughout the full 360 degrees of slip ring rotation. (3) The brushes must contact slip ring at an angle of 2 degree from perpendicular to slip ring surface, measured toward the direction of rotation of slip ring. (4) Brush projection can be adjusted by loosening hardware attaching the brush block and holding the brushes in desired location while retightening hardware. Slotted holes are provided. (5) To center brushes on slip ring, a shim made of a series of laminates is provided and may be peeled for proper alignment. Layers of metal 0.003 inch are used to make up shims which are approximately 0.20 thick overall. Shims may also be fabricated locally. 12.
Brush Block Assembly to Slip Ring Alignment (McCauley) A. Align Brush Block Assembly to Slip Ring Attachment (Refer to Figure 202 ). (1) Check that brushes are aligned with slip ring. This may be accomplished by adding or removing shims (59). (2) Brushes must be lined with slip ring so the entire face of each brush is in contact with the slip ring throughout the full 360 degrees of slip ring rotation. (3) This may be accomplished by loosening screws (51) and adjusting in slotted holes in bracket (55). (4) At the same time the distance between the face of the brush block assembly and the slip ring must be 0.064 inch, +0.015 or -0.015 inch. (5) Torque screws (51) 25 to 30 inch-pounds and safety wire. (6) Remove tags and connect electrical leads (54) to terminal block (53).
13.
Brush Block/Slip Ring Cleaning
CAUTION: Accumulations of engine oil and carbon dust particles on the slip ring, and brush block can have detremental effects, and cause accellerated wear. A. 14.
Cleaning Brush Block and Slip Ring. (1) Refer to INTRO - List of Publications, Chapter 30 - Deice for cleaning procedures.
Propeller Anti-Ice Timer Removal/Installation A.
Remove Propeller Anti-Ice Timer (Refer to Figure 201). (1) Ensure that airplane electrical power is off. (2) Disconnect electrical plug (22) from timer (23). (3) Remove two screws (24) securing timer to diagonal brace on aft side of firewall. (4) Remove timer from airplane.
B.
Install Propeller Anti-Ice Timer (Refer to Figure 201). (1) Ensure that airplane electrical power is off. (2) Install timer (23) to nutplates using screws (24). 30-60-00 © Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL (3) 15.
Connect electrical plug (22) to timer (23).
Propeller Anti-Ice Ammeter Removal/Installation A.
Remove Propeller Anti-Ice Ammeter (Refer to Figure 201). (1) Ensure that airplane electrical power is off. (2) Unscrew bezel (34) and remove along with O-ring (33). (3) Remove body (31) forward out of instrument panel. (4) To remove propeller anti- ice ammeter from airplane, unsolder wires from solder lugs on ammeter.
B.
Install Propeller Anti-Ice Ammeter (Refer to Figure 201). (1) Solder wires to solder lugs of propeller anti-ice ammeter (31). (2) Insert ammeter body (31) through hole in instrument panel from forward side. (3) Install O-ring (33) and screw bezel (34) onto threads of body (31).
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A22419
-
-
OVERLAP EDGE OF BOOT WITH SEALANT BY 0.125 INCH AS SHOWN
0.50 INCH
DEICE BOOT
I -I: I ..
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ON BOARD SECTION CONTINUE SEALANT DOWN TO SHARP CORNER OF SHANK AS S
/
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0.25 INCH
4'
1
I I. (MCCAULEY)
2614X1082
Anti-Ice Boot Location Figure 204 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL TKS ANTI-ICE PROPELLER (McCauley)
-
MAINTENANCE PRACTICES
General A.
2.
The TKS anti-ice propeller maintenance practices consist of propeller anti-ice feed shoe removal and installation procedures, and the spinner bulkhead anti-ice components removal, installation and adjustments procedures.
Propeller TKS Anti-ice Feed Shoes Removal/installation A.
Remove the Propeller Anti-ice Feed Shoes (Refer to Figure 201).
WARNING: Cement and solvent vapors are toxic and extremely flammable. Use these chemicals only in a well ventilated area away from sparks and vapors. Excess exposure could cause injury or death. If dizziness or nausea occur, get to fresh air immediately. Avoid contact with skin or eyes. Use solvent-resistant gloves to minimize skin exposure. Use safety glasses to protect your eyes from chemicals. If you get chemicals in your eyes, flush your eyes with water for 15 minutes and see a physician immediately. If you get chemicals on your skin, wash thoroughly with soap and water. If you swallow chemicals, do not induce vomiting. See a physician immediately. CAUTION: The jaws of any tool (vise grips, pliers, etc.) that you use to pull on the feed shoe must be cushioned to prevent damage to the feed shoe, unless the feed shoe is to be scrapped. (1) Make sure all electrical power switches are in OFF position. (2) Remove the spinner screws and fiber washers from the spinner, and remove the spinner from the spinner bulkhead. (3) If the feed shoe is to be discarded, remove it from the propeller blade without solvent. NOTE:
The feed shoe can tear or come off in pieces.
CAUTION: When you remove feed shoes from a propeller assembly, be careful not to let solvent leak into the propeller hub and cause damage to the seals. The blade that is being worked on must be pointed down so all excess solvent will run to the outboard tip of the blade. As an extra precautionary measure, the hub and blade area must be masked. Do not use any sharp objects which might scratch the blade when you remove the feed shoe. (4)
Use methyl n-propyl ketone or toluene to soften the adhesion line between the anti-ice feed shoe and the propeller blade. Start at one corner and loosen enough of the feed shoe to grasp it with vise grips, pliers, or similar tools. (5) Apply a steady pull to remove the feed shoe; pull the feed shoe from the blade slowly and carefully while you continue to use methyl n-propyl ketone or toluene to soften the adhesion line. (6) Remove all residual cement from the blade. Use solvents with caution as mentioned above. (7) Visually do an inspection of the propeller blade for damage or deterioration. Look for corrosion, cracks, dents or nicks. If defects are found, the propeller must be repaired by an authorized propeller repair station.
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL B.
Install the TKS Anti-ice Propeller Feed Shoes (Refer to Figure 201). (1) Prepare the Propeller Blades for the Feed Shoe Installation. (a) Trim each propeller blade feed shoe if necessary. (b) Mark the inboard center line on the leading edge of the propeller blades. (c) Use a template or hand fit the anti-ice feed shoe to the blades so that the feed shoe center line is on the leading edge center line of the propeller blade. Refer to Figure 201. (d) Mark an area 1/2 inch outside the feed shoe perimeter on the propeller blade with a red pencil. Refer to Figure 201. (e) Use the red pencil line as the perimeter of the area on each propeller blade to be masked. (f) Install masking tape around the outline.
CAUTION: It is necessary that the masking steps described be followed so the sealer will be applied to both the cement and 1/8 inch of bare metal. If the cement line and sealer line start at the same point, water will seep under the cement line and cause an unserviceable seal. Refer to Figure 201. (g) Remove all paint inside of the masked off area on propeller blades painted with lacquer. On propeller blades painted with polyurethane, lightly sand inside the masked off area with 400 grit sandpaper. (h) Clean all of the masked area on the propeller blades thoroughly with methyl n-propyl ketone or acetone. Quickly clean the solvent from the propeller blades with a clean, dry, lint-free cloth so that you do not leave a film. (i) Apply a second layer of masking tape on the propeller blades to cover an additional 1/8 inch of bare metal area inside of the previously masked area. Refer to Figure 201.
CAUTION: The metal and rubber parts must be clean. Only very clean surfaces will cause maximum bond of the cement. (2) Apply Cement to the Feed Shoes and the Propeller Blades. (a) Lightly sand the bond surface of the feed shoe with sandpaper to cause maximum bond. (b) Moisten a clean cloth with methyl n-propyl ketone or acetone. Clean the bond surface of the anti-ice feed shoe. Change the cloth frequently to avoid contamination of the clean area. NOTE:
You can use masking tape to prevent any curl of the anti-ice feed shoe edges when you apply cement to the back side of the feed shoe.
(c)
Apply masking tape to the breeze side of the feed shoe edges. Let approximately 1/4 inch of the tape overhang the edge of the feed shoe. (d) Lay the feed shoe on a piece of cardboard with the bond side up. Tape the feed shoe onto the cardboard with the 1/4 inch overlap of masking tape. (e) Make sure to thoroughly mix the cement. (f) Apply one even brush coat of 1300L or EC1403 cement to the clean, masked surface of the propeller blade and to the fabric impression side of the anti-ice feed shoe. Apply cement at the room temperature of 60'- 750 F. (g) Allow the cement to air dry for a minimum of one hour at 40'F or above, when the relative humidity is less than 75%. If the humidity is 75% to 90%, additional drying time will be necessary to cure the cement. Do not apply cement if the relative humidity is higher than 90%.
(h) After the cement is dry (not tacky), apply a second even brush coat to the anti-ice feed shoe. Then immediately apply an even brush coat of cement to the clean masked off area of the propeller. Timing is important because the cement on both surfaces must reach the tacky stage at the same time.
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
DDCnDCA
I CD
FEED
A
1,.0
FEED SHOE
-~16.75
DETAIL
A
A rfl IMC'L-
-
RADIUS
DETAIL
B
FEED SHOE TRIM
PROPELLER HUB
BLADE
viEw A-A SHOWN WITH SPINNER REMOVED 2610T7004 A265OT1 011 AA265OT1 011 B2650T1 011
NOTE: ALL DIMENSIONS ARE SHOWN IN INCHES. Install the TKS Propeller Anti-ice Feed Shoes Figure 201 (Sheet 1)
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MODEL 208
MAINTENANCE MANUAL
OVERLAP EDGE OF BOOT WITH SEALANT .r.H
A71256
0.125 INCH C (BARE BLADI CEMENT AREA
FED SHOE
CONTINUE DOWN TO CORNER(C SHANK Alc
2.00
DETAIL
C 2614T1 082
Install the TKS Propeller Anti-ice Feed Shoes Figure 201 (Sheet 2)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (3) Install Feed Shoes to the Propeller Blades. (a) Remove the anti-ice feed shoe from the cardboard, and the masking tape from the anti-ice feed shoe before you start the installation. (b) When the cement is tacky on both the propeller blade and feed shoe surfaces, put the anti-ice feed shoe center line to the center line on leading edge of the blade. Start with the inboard end of the blade and work toward the tip. 1 If the cement dries, use methyl n-propyl ketone or toluene as necessary until the cement is tacky. 2 If the feed shoe is off center, pull it up with a quick motion and install it again. 3 Use methyl n-propyl ketone or toluene as necessary when you have to install the feed shoe again. (c) When the feed shoe is correctly in place, use a rubber or wooden hand roller and press firmly on the full length of the leading edge to form a tight bond. (d) Gradually push the roller over each side of the leading edge contour to avoid trapping air. Roll from the leading edge of the propeller blade toward the tip. Work all excess feed shoe material out to the perimeter before you move to the next section. If there is excess material at the feed shoe edges that tends to pucker, use your fingers and carefully work puckers smooth. (e) Remove the masking tape from the propeller blades. (4) Apply Sealer to the Feed Shoes and Propeller Blades (Refer to Figure 201). (a) Mix two parts of Sunbrite 78-U-1003 brushable black enamel with one part of enamel catalyst U-1001-C.
CAUTION: It is necessary that the masking steps described be followed so the sealer will be applied to both the cement and 1/8 inch of bare metal. If the cement line and sealer line start at the same point, water will seep under the cement line and cause an unserviceable seal. (Refer to Figure 201.) (b)
3.
Apply one, even, brush coat of sealer to the area around the feed shoe and make sure you cover the 1/8 inch of bare metal and adhesive along with the masked off area of 1/8 inch of the anti-ice feed shoe. Remove the masking tape as the sealer is brushed on, otherwise, the sealer will pull up along with the tape. Let the sealer dry.
Slinger Ring and Feed Nozzle Alignment Check A.
Examine the TKS Feed Nozzle to Slinger Ring Alignment (Refer to Figure 202). (1) Measure the distance between the slinger ring feed nozzle and the slinger ring channel. NOTE:
The feed nozzle must extend into the slinger ring channel 0.1 to 0.15 inches and have an edge distance of 0.1 to 0. 15 inches from the slinger ring. (Refer to Figure 202.)
(2) Adjust the slinger ring feed nozzle to direct the fluid stream to land in the slinger ring channel as necessary. (a) Bend and rotate the feed nozzle at the fitting to align the nozzle with the slinger ring channel. (b) Extend the feed nozzle into the slinger ring channel 0.1 to 0.15 inches with and edge distance of 0.1 to 0.15 inches from the slinger ring. (Refer to Figure 202.) (3) Rotate the propeller slowly by hand and make sure the distance between the slinger ring and the feeder tube is in alignment tolerance. Adjust the feed nozzle as necessary to get good alignment.
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
4.
Feed Tube to Propeller Blade Alignment Check A. Adjust the propeller feed tubes to direct the anti-ice fluid stream on to the propeller blades. (Refer to Figure 203.) NOTE:
The feed tubes are inside of the propeller spinner.
(1) Make sure that each feed tube is over the second groove of the adjacent feed shoe with the propeller in full fine pitch. (2) Cycle the propeller through a range of movement to verify that each tube has a 3/16 inch clearance from the propeller boot.
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MODEL 208
MAINTENANCE MANUAL
TKS; ANTI-ICE
SLINGER
PROPELLER NOZZLE -ER BRACKET
viEw A-A
G IROPELLER IOSE ASSEMBLY
VIEW C-C
ENGINE
0.10 +0.05 C
II
P
RING NOTE: ALL DIMENSIONS ARE SHOWN IN INCHES.
NOZZLE
viEw B-B
2610T17004 AA2650T1 010 BB2650T1 010 0C2650T1 010
Slinger Ring and Feed Nozzle Alignment Check Figure 202 (Sheet 1)
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MODEL 208
MAINTENANCE MANUAL
ENGINE FLANGE
0
L
I
R~bb1UA2UU2
Feed Tubes to Propeller Blade Alignment Check Figure 203 (Sheet 1)
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S
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL WINDSHIELD ICE INDICATOR LIGHT - MAINTENANCE PRACTICES 1.
I 2.
General A.
This section gives information necessary to remove and install the windshield ice indicator light on the cockpit glareshield cover.
B.
A single light is on the glareshield cover at FS 112.56 and LBL 2.22. The light is controlled by the Day-Night switch on the instrument panel. The area of the windshield that the ice indicator light effects, looks different when ice is on the windshield.
Tools and Equipment A.
3.
I I I I
For a List of Tools and Equipment, refer to Ice and Rain Protection - General.
Windshield Ice Indicator Light A.
Remove the Windshield Ice Indicator Light (Refer to Figure 201). (1) Remove the electrical power from the airplane. (2) Remove the screws that attach the mount assembly to the glareshield cover. (3) Remove the screws that attach the glareshield cover, as necessary, to pull the glareshield cover up to get access to the lamp assembly wires. (4) Cut the tie wraps that hold the lamp assembly wires to the wire bundle. (5) Disconnect the lamp assembly wires at the wire housing. Refer to the Model 208 Wiring Diagram Manual. (6) Remove the windshield ice indicator light from the airplane.
B.
Install the Windshield Ice Indicator Light (Refer to Figure 201). (1) Put the mount assembly in position to the glareshield cover. (2) Put the windshield lamp assembly wires through the mount assembly and the glareshield cover. (3) Install 0.5 inches of heat shrinkable tubing on the wires where they come out of the base of the mount assembly. (4) Connect the lamp assembly wires at the wire housing. Refer to the Model 208 Wiring Diagram Manual. (5) Use tie wraps to attach the lamp assembly wires to the wire bundle as necessary. (6) Install the screws that attach the glareshield cover to the airplane. (7) Install the screws that attach the mount assembly to the glareshield cover. (8) Make sure that the mount assembly tube is perpendicular to the windshield.
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MODEL 208
MAINTENANCE MANUAL
SCREW
MOUNT ASSEMBLY
SHIELD
DETAIL A 2610T7005 A6318T1087
Windshield Ice Indicator Light Installation Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL FLIGHT INTO KNOWN ICING CONDITIONS EQUIPMENT - DESCRIPTION AND OPERATION 1.
General A.
The flight into known icing conditions equipment packages permit flight penetration of icing conditions as defined by the FAA. The packages include all the previously mentioned ice protection systems and either a pneumatic/electrically heated deicing system, or a TKS anti-ice system. (1) The pneumatic anti-ice system includes deicing boots on the leading edges of the wings, wing struts, and horizontal and vertical stabilizers. It also includes an electrically heated removable windshield deicing panel, electrically heated propeller deicing boots and anti-ice ammeter, electrically heated pitot-static and stall warning systems with optional right heated pitot-static system, and an icing low airspeed awareness system (110 KIAS). Also included are a standby electrical system that uses a 75-amp alternator, control surface mounted static discharge wicks, and an ice detection light for detection of ice buildup on the leading edge of the left wing at night. (2) The TKS anti-ice system is a freezing point depressant fluid anti-ice system to prevent ice formation on the leading edges of the wings, horizontal stabilizers, struts, vertical stabilizer, propeller, and the windshield. A monoethylene glycol/isopropyl alcohol/deionized water solution is used to anti-ice/de-ice the airframe surfaces and windshield in flight. The fluid solution is a freezing point depressant that is swept rearward over the surfaces and prevents ice buildup. This system also has a right and a left electrically heated pitot-static and a low airspeed awareness system (97.5 KIAS). The model 208B airplane with the TKS installed, uses vortex generators (VG's) installed on the wings to improve air flow on control surfaces. The model 208B and model 208 with the TKS installed, also have VG's installed on the flaps. The equipment package has included a standby electrical system that uses a 75-amp alternator, a control surface mounted static discharge wicks, and an ice detection light for detection of ice buildup on the leading edge of the left wing at night. Refer to Chapter 12, Replenishing Description and Operation.
B.
For information on the following items, refer to the specified locations. (1) Wing, Wing Strut, Horizontal and Vertical Stabilizers Deice System, refer to Pneumatic Surface Deice - Description and Operation or to TKS Anti-Ice - Description and Operation. (2) Windshield Anti-ice System, refer to Windshield Anti-Ice - Description and Operation or to TKS Anti-Ice - Description and Operation. (3) Propeller Anti-ice System, refer to Propeller Anti-Ice - Description and Operation or to TKS AntiIce-Description and Operation. (4) Pitot and Static Heaters, refer to Chapter 34, Pitot/Static System - Description and Operation. (5) Icing Low Airspeed Awareness System (110 KIAS), refer to Chapter 34, Pitot/Static System Description and Operation. (6) Ice Detector Light, refer to Chapter 33, Ice Detector Light - Maintenance Practices. (7) Electrostatic Discharger Installation, refer to Chapter 23, Static Discharging- Maintenance Practices. (8) Standby Electrical System, Refer to Chapter 24, Standby Electrical System - Description and Operation.
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CHAPTER
31 INDICATING/ RECORDING SYSTEMS
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES CHAPTER-SECTION-SUBJECT
PAGE
DATE
31-00-00
Page 1
Aug 1/1995
31-10-00
Pages 201-202
Mar 1/1999
31-20-00
Pages 201-202
Mar 1/1999
31-21-00
Pages 201-203
Aug 1/1995
31-30-00
Pages 201-205
Jun 3/2002
31-30-00
Pages 501-505
Apr 1/2010
31-31-00
Pages 1-2
Apr 1/2010
31-31-00
Pages 201-207
Apr 1/2010
31-50-00
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Apr 1/2010
31-50-00
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Aug 1/1995
31-Title 31-List of Effective Pages 31-Record of Temporary Revisions 31-Table of Contents
31 - LIST OF EFFECTIVE PAGES © Cessna Aircraft Company
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RECORD OF TEMPORARY REVISIONS Temporary Revision Number
Page Number
Issue Date
By
Date Removed
By
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CONTENTS INDICATING/RECORDING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-00-00 Page 1 31-00-00 Page 1 31-00-00 Page 1 31-00-00 Page 1
INSTRUMENT AND CONTROL PANELS - MAINTENANCE PRACTICES. . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Control Panels Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower Left Switch Panel Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-10-00 Page 201 31-10-00 Page 201 31-10-00 Page 201 31-10-00 Page 201
HOURMETER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hourmeter Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hourmeter Switch Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-20-00 Page 201 31-20-00 Page 201 31-20-00 Page 201 31-20-00 Page 201 31-20-00 Page 201
CLOCK - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Clock Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Optional (Astro Tech) Clock Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-21-00 Page 201 31-21-00 Page 201 31-21-00 Page 201 31-21-00 Page 201
L-3 COMMUNICATIONS F1000 FLIGHT DATA RECORDER SYSTEM - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Data Recorder Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Impact Switch (5G) Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerometer Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Potentiometer Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FDR Buffer/Amp Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-30-00 Page 201 31-30-00 Page 201 31-30-00 Page 201 31-30-00 Page 201 31-30-00 Page 201 31-30-00 Page 204 31-30-00 Page 204
L-3 COMMUNICATIONS F1000 FLIGHT DATA RECORDER SYSTEM - ADJUSTMENT/ TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Data Recorder Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Underwater Locator Device (ULD) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-30-00 Page 501 31-30-00 Page 501 31-30-00 Page 501 31-30-00 Page 505
L-3 COMMUNICATIONS FA2100 COCKPIT VOICE/DATA RECORDER SYSTEM DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-31-00 Page 1 31-31-00 Page 1 31-31-00 Page 1
L-3 COMMUNICATIONS FA2100 COCKPIT VOICE/DATA RECORDER SYSTEM MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cockpit Voice/Data Recorder Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Impact Switch (5G) Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerometer Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Potentiometer Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CVR Adapter Assembly (Sum Amplifiers) Removal/Installation . . . . . . . . . . . . . . . . . . Area Microphone Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-31-00 Page 201 31-31-00 Page 201 31-31-00 Page 201 31-31-00 Page 201 31-31-00 Page 201 31-31-00 Page 206 31-31-00 Page 207 31-31-00 Page 207 31-31-00 Page 207
MASTER WARNING AND ANNUNCIATOR PANEL - DESCRIPTION AND OPERATION General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-50-00 Page 1 31-50-00 Page 1 31-50-00 Page 1
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL MASTER WARNING AND ANNUNCIATOR PANEL - MAINTENANCE PRACTICES. . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annunciator Panel Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annunciator Panel Lamp(s) Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annunciator Indicator Light Lens Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . Annunciator Indicator Light Housing Assembly Removal/Installation . . . . . . . . . . . . . Day/Night Switch Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lamp Test Switch Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fire Detector Test Switch Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31-50-00 Page 201 31-50-00 Page 201 31-50-00 Page 201 31-50-00 Page 201 31-50-00 Page 201 31-50-00 Page 204 31-50-00 Page 204 31-50-00 Page 205 31-50-00 Page 205
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL INDICATING/RECORDING - GENERAL 1.
Scope A.
2.
This chapter provides information on the annunciator panel and instrument panel switches.
Tools, Equipment and Materials NOTE:
Equivalent substitutes may be used for the following items:
NAME
NUMBER
MANUFACTURER
USE
Multimeter
Model 260 or equivalent
Simpson Electric Co. 853 Dundee Ave. Chicago, IL 60120
To check voltage and continuity in the electrical circuits.
3.
Definition A.
This chapter is divided into sections and subsections to assist maintenance personnel in locating specific components and information. For locating specific information within the chapter, refer to the Table of Contents at the beginning of the chapter.
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MODEL 208
MAINTENANCE MANUAL INSTRUMENT AND CONTROL PANELS - MAINTENANCE PRACTICES 1.
General A.
2.
The instrument panels discussed in this section includes the left and right flight control panels and lower left switch panel. The left and right flight control panels and the light, de-ice/anti-ice switch panel are located on the main instrument panel. The left and right flight control panel(s) are attached to panel slides and are designed to slide aft and out of the instrument panel, then tilt for maintenance to be performed without completely removing the panels.
Flight Control Panels Removal/Installation A.
Remove Flight Control Panels (Refer to Figure 201). (1) Ensure all electrical power is off. CAUTION: Do not pull panel to the point where there is unnecessary strain on wiring and hoses connected to the instruments. (2) Remove screws (7) securing flight control panels and pull panel aft. (3) Tag and disconnect electrical connectors, hoses and associated wiring from components as required to allow panels to be pulled aft far enough for maintenance work. (4) If panels are to be completely removed from airplane, tag and disconnect all electrical connectors, hoses and associated wiring from instruments, postlights, and switches. (5) On left flight control panel (1) only, remove screws attaching control column collar (4) to left flight control panel. (6) Remove cotter pins (9) and pins (6) attaching panels to panel slides (10) and remove from airplane.
B.
3.
Install Flight Control Panels (Refer to Figure 201). (1) If panel(s) have been completely removed from airplane, position flight control panel(s) and attach to panel slides (10) using pins (6) and cotter pins (9). (2) Connect hoses, electrical connectors, and associated wiring to instruments, postlights, and switches. Remove all tags. (3) Push panel(s) forward and secure with screws (7). (4) On left flight control panel, position control column collar (4) and secure with screws.
Lower Left Switch Panel Removal/Installation A.
B.
Remove Lower Left Switch Panel (Refer to Figure 201). (1) Ensure all electrical power is off. (2) Remove screws attaching knee bumper to stationary instrument panel. (3) Remove alternate static source valve. (4) Remove screws attaching switch panel to stationary instrument panel. (5) Disconnect electrical wires from postlights and remove postlights. (6) Pull switch panel aft as necessary to perform required maintenance. Install Lower Left Switch Panel (Refer to Figure 201). (1) Position switch panel, install postlights and connect electrical wires to postlights. (2) Install screws securing switch panel to stationary instrument panel. (3) Install alternate static source valve. (4) Install knee bumper.
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1
A22392
2
A
.(:I
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5. 6. 7. 8. 9. 10.
STATIONARY PANEL PIN SCREW FLIGHT CONTROL PANEL COTTER PIN PANEL SLIDE
2618C1015 A2660X1006
Instrument Panel Installation Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL HOURMETER - MAINTENANCE PRACTICES 1.
General A.
2.
Description and Operation A.
3.
4.
An oil pressure type hourmeter is optional equipment on Airplanes 20800001 thru 20800055, and 208B0001 thru 208B0087. Airplanes 20800056 and On, and 20800001 thru 20800055 incorporating SK208-9, and 208B0087 and On, have an airflow type hourmeter installed.
The oil pressure type hourmeter is activated by an electrical signal from engine oil pressure switch. Airflow type hourmeter operates when air flows across a switch tab located on wing, which closes an electrical circuit activating hourmeter.
Hourmeter Removal/Installation A.
Remove Hourmeter (Refer to Figure 201). (1) Disconnect airplane battery. (2) Disconnect electrical leads (2) and (3) from hourmeter (1). (3) Remove screws and remove hourmeter.
B.
Install Hourmeter (Refer to Figure 201). (1) Connect electrical leads (2) and (3) to hourmeter (1). (2) Position hourmeter in instrument panel and install screws. (3) Connect airplane battery.
Hourmeter Switch Removal/Installation A.
Remove Hourmeter Switch (Refer to Figure 201). (1) Disconnect airplane battery. (2) Remove screws securing cover plate (11). (3) Remove screws (7) and washers (6) from wire (2) and ground line (8). (4) Remove nuts (4), washers (5), and screws (9) and remove switch from cover plate.
B.
Install Hourmeter Switch (Refer to Figure 201). (1) Remove and discard spring from hourmeter switch (10). NOTE: (2) (3) (4) (5)
Hourmeter switch (10) will not operate without removing the spring prior to installation.
Install switch (10) on cover plate (11) using screws (9), washers (5), and nuts (4). Connect wire (2) and ground wire (8) to switch (10) using washers (6) and screws (7). Install cover plate (11) on wing using screws. Connect airplane battery.
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MODEL 208 MAINTENANCE MANUAL
C
12
- -
-
13 14
DETAIL
B
w
15
fn
DETAIL A AIRPLANES 20800001 THRU 20800055 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. NOTE:
HOURMETER WIRE (TO CIRCUIT BREAKER) WIRE (TO SWITCH) NUT WASHER LOCKWASHER SCREW GROUND WIRE SCREW SWITCH COVER PLATE OIL PRESSURE LINE O-RING OIL PRESSURE SWITCH WIRE (TO HOURMETER) CONNECTOR(NOTE)
8
9 11
DETAIL C AIRPLANES 20800056 AND ON AND 20800001 THRU 20800055 INCORPORATING SK208-9
AIRPLANES 20800123 AND ON AND 208B0087 AND ON
AIRPLANES 208B0087 AND ON AND 208B0001 THRU 208B0086 INCORPORATING SK208-9
2660X1007 A2660X1009 B2660X1008 C2660X1010
Hourmeter Installation Figure 201 (Sheet 1)
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MODEL 208
MAINTENANCE MANUAL CLOCK - MAINTENANCE PRACTICES 1.
General
A.
2.
The 12 hour clock is located on the upper left corner of the instrument panel. It is electrically operated and consists of an hour hand, minute hand, and second hand. The Astro Tech LC-2 Quartz Chronometer is offered as optional equipment. It is a precision, solid-state time keeping device which will display to the pilot the time-of-day, the calendar date, and the elapsed time interval between a series of selected events, such as in flight check points or legs of a cross country flight, etc. These three modes of operation function independently and can be alternately selected for viewing on the four digit liquid crystal display (LCD) on the front face of the instrument, three pushbutton type switches directly below the display control all time keeping functions. The digital display features an internal light (back light) to ensure good visibility under low cabin lighting conditions or at night. The intensity of the backlight is controlled by the light rheostat. In addition, the display incorporates a test function which allows checking that all elements of the display are operating. To activate the test function, press the LH and RN buttons at the same time. Refer to Pilot's Operating Handbook for operation.
Standard Clock Removal/Installation A.
Remove Standard Clock (Refer to Figure 201). (1) Ensure all electrical power is off. (2) Tag and disconnect electrical wires from back of clock. (3) Remove screws (1) and remove clock.
B.
Install Standard Clock (Refer to Figure 201). (1) Position clock and install screws (1).
CAUTION: Power wire must be connected to "+" terminal of clock or internal damage to unit will result. (2) Connect electrical wires to clock. Remove tags. 3.
Optional (Astro Tech) Clock Removal/Installation A.
B.
Remove Optional Clock (Refer to Figure 201). (1) Ensure all electrical power is off. (2) Disconnect clock wires by disconnecting three pin housing. (3) Remove screws (1) and remove clock. Install Optional Clock (Refer to Figure 201). (1) Position clock and install screws (1). (2) Connect electrical three pin housing. (3) Set clock in accordance with Pilot's Operating Handbook.
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A22394
3 0
II
2
QOv
1
1. 2. 3.
SCREW INSTRUMENT PANEL CLOCK
2677X1001
Clock Installation Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A22395
3
2
iI
1. SCREW 2. 3.
INSTRUMENT PANEL CLOCK
2677X1002
Clock Installation Figure 201 (Sheet 2)
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MODEL 208
MAINTENANCE MANUAL L-3 COMMUNICATIONS F1000 FLIGHT DATA RECORDER SYSTEM - MAINTENANCE PRACTICES 1.
General A.
2.
The L-3 Communications F1000 Flight Data Recorder (FDR) System consists of a solid state data recorder, impact switch (5G), accelerometer, FDR buffer/amp and a potentiometer. Maintenance practices consists of removal and installation of the FDR and it's components.
Flight Data Recorder Removal/Installation A.
Remove Flight Data Recorder (Refer to Figure 201). (1) Remove electrical power from the airplane. (2) Disengage the FDR circuit breaker on the left circuit breaker panel. NOTE:
The FDR must be removed from the aft side of the avionics shelf.
(3) In the tailcone, on the avionics shelf cut and remove the safety wire between the knurl nuts located on the mounting tray. (4) Loosen the knurl nuts and unlatching locking mechanism located on the mounting tray. (5) Disconnect the pitot/static quick-disconnects from the FDR. (6) Carefully move the flight data recorder out of the mounting tray. (7) Remove the FDR from the airplane. B.
Install Flight Data Recorder (Refer to Figure 201). (1) From the aft side of the avionics shelf, put the flight data recorder on the mounting tray and slide in until the electrical connectors are firmly engaged. (2) Connect the pitot/static lines to the FDR. (3) Tighten and safety wire the knurl nuts together on the mounting tray. Refer to Chapter 20, Safetying - Maintenance Practices.
(4) Engage the FDR circuit breaker on the left circuit breaker panel. (5) Restore electrical power to the airplane. 3.
Impact Switch (5G) Removal/Installation A.
Remove Impact Switch (5G) (Refer to Figure 201). (1) Remove electrical power from the airplane. CAUTION: The CVR and FDR are linked to the same impact switch circuit. If one circuit breaker is disengaged, the other circuit breaker must be disengaged.
B.
4.
(2) Disengage the FDR circuit breaker and if installed, the CVR circuit breaker on the left circuit breaker panel. (3) Inthe tailcone, on the avionics shelf, disconnect the electrical connector from the impact switch (5G). (4) Remove the screws from the impact switch (5G). (5) Remove the impact switch (5G) from the airplane. Install Impact Switch (5G) (Refer to Figure 201). (1) Put the impact switch (5G) in position at the aft avionics shelf and install with screws. (2) Connect the electrical connector to the impact switch (5G). (3) Engage the FDR circuit breaker on the left circuit breaker panel. (4) Restore electrical power to the airplane.
Accelerometer Removal/Installation A.
Remove Accelerometer (Refer to Figure 201). (1) Remove electrical power from the airplane. (2) Disengage FDR circuit breaker, located on the left circuit breaker panel. (3) At FS 263.96 and RBL 5.00, remove the fasteners from the hard shell headliner panel. 31-30-00 © Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL
.NUTS
MOUNTING TRAY
DETAIL
A 26107005 A2618T1342
F1000 Flight Data Recorder Installation Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A25972
ELECTRICAL CONNECTOR
CVR ADAPTER
DETAIL
\ ELECTRICAL \ CONNECTOR ACCELEROMETER BRACKET ASSEMBLY
T
\
B CONNECT 3LY
PO POT CLEAT SCREW
\ \
DETAIL C B2618T1346 C2618T1344
F1000 Flight Data Recorder Installation Figure 201 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL (4) (5) (6) (7) B.
5.
6.
Remove the hard shell headliner from the airplane. Disconnect the electrical connector from the accelerometer. Remove the screws from the accelerometer bracket assembly. Remove accelerometer from the airplane.
Install Accelerometer (Refer to Figure 201). (1) Put the accelerometer in position and secure to bracket assembly with screws. (2) Connect the electrical connector to the accelerometer. (3) Put the hard shell headliner panel into position and install using fasteners. (4) Engage FDR circuit breaker on left circuit breaker panel. (5) Restore electrical power to the airplane.
Potentiometer Removal/nstallation A.
Remove Potentiometer (Refer to Figure 201). (1) Remove electrical power from the airplane. (2) Disengage FDR circuit breaker on left circuit breaker panel. (3) At FS 263.96 and RBL 5.00, remove the fasteners from the hard shell headliner panel. (4) Remove the hard shell headliner panel from the airplane. (5) Disconnect the electrical connector to the potentiometer. (6) Loosen the set screws that attach the lever assembly to the potentiometer shaft. (7) Loosen screws that hold the potentiometer to the bracket assembly. (8) Turn the cleats so that the potentiometer can be removed from the bottom of the bracket assembly (9) Remove the potentiometer from the airplane.
B.
Install Potentiometer (Refer to Figure 201). (1) Make sure the flaps are retracted. (2) Rotate the potentiometer shaft counter-clockwise as viewed from above. (3) Put the potentiometer in the bracket assembly. (4) Tighten cleats only enough to hold in place. (5) Put the lever assembly on the potentiometer shaft and tighten the set screws. (6) Tighten the set screws that attach the potentiometer to the lever assembly. (7) With the cleats loose, turn the potentiometer to obtain a resistance of 4.00 kQ, + or - .10 kQ between terminals 2 and 3. (8) Tighten the cleats. (9) Cycle the flaps to make sure the system operates without binding or interference. (10) Put the hard shell headliner panel into position and install using fasteners. (11) Engage the FDR circuit breaker, located on the left circuit breaker panel. (12) Restore electrical power to the airplane.
FDR Buffer/Amp Removal/Installation A.
Remove FDR Buffer/Amp (Refer to Figure 201). NOTE: (1) (2) (3) (4) (5)
The FDR Buffer/Amp is located on the forward side of the pedestal.
Remove electrical power from the airplane. Disengage the FDR and CVR circuit breaker on the left circuit breaker panel. Remove electrical connectors from the CVR adapters. Remove the electrical connector from the FDR buffer/amp. Remove the screws from both CVR adapters located at the FDR buffer/amp bracket.
CAUTION: The internal components of the FDR buffer/amp are mounted to the lid of the FDR buffer/amp mounting box. Use caution when removing not to damage the mounted electronic components. (6) (7)
Remove the screws from the lid on the FDR buffer/amp. Remove the FDR buffer/amp from the airplane.
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MAINTENANCE MANUAL B.
Install FDR Buffer/Amp (Refer to Figure 201). (1) Put the FDR buffer/amp lid on the mounting box and secure using screws. (2) Connect the electrical connector to the FDR buffer/amp. (3) Attach the CVR adapters to the FDR buffer/amp mounting bracket using screws. (4) Connect the electrical connector to each CVR adapter with screws.
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MODEL 208 MAINTENANCE MANUAL L-3 COMMUNICATIONS F1000 FLIGHT DATA RECORDER SYSTEM - ADJUSTMENT/TEST 1.
General A.
2.
This section provides information to perform an operational check of the L-3 Communications Flight Data Recorder.
Flight Data Recorder Operational Check A.
Required Equipment. (1) IBM compatible personal laptop computer with Read Out Support Equipment, (ROSE) software version 3.0 or higher installed. (2) Quatech PCMCIA card installed with Quatech PCMCIA card-to-15 pin adapter cable. (3) 15 socket-25 pin FDR extraction cable. (4) Gyro tilt table with mount for KI 256. (5) Extender Cable for KI 256. (6) Inclinometer with current calibration. (7) Pitot Static Test Set, (LAVERSAB Model 6520 or equivalent). (8) External Vacuum Source for KI 256 Gyro. (9) Pinglite Model PL-3 Tester. (10) Ground Power Unit (GPU).
B.
Perform an Operational Test. (1) Apply electrical power to the airplane. (2) Engage the FDR circuit breaker, located on the left circuit breaker panel. (a) Make sure the FDR FAIL annunciator goes off. (3) Disengage the FDR circuit breaker, located on the left circuit breaker panel. (a) Make sure the FDR FAIL annunciator comes on. (4) Turn the BUS 2 PWR, AVN BUS 1 and AVN BUS 2 switches to OFF. (a) Make sure the FDR receives power from BUS 1 PWR bus. (5) Put the impact switch (5G) to the OPEN position. (a) Make sure the impact switch lamp comes on. (b) Make sure there is no power to the FDR. NOTE:
(6) (7) (8)
Turn on the IBM compatible laptop computer. (a) Make sure the laptop computer has the PCMCIA card installed and is connected to a 15 pin adapter cable. Connect the adapter cable to the 15 socket-25 pin FDR extraction cable. Attach the 25 pin FDR extraction cable to the connector on the face of the FDR. NOTE:
(9)
Manual reset of the impact switch's reset switch will cause the switched output to be turned on and the impact switch lamp to go off. Upon impact, the impact will cause the output to be turned off and the impact switch lamp to come on.
After the 25 pin FDR extraction cable is connected, system will cease recording and FDR FAIL annunciator will come on.
Run the ROSE software. Refer to ROSE operators manual. NOTE:
During testing, the correct aircraft configuration file corresponding to the aircraft being monitored must be loaded into ROSE.
(10) Set the aircraft to the following configuration on the laptop. (a) Report/Analyze/Display Data. (b) Maintenance Quick Check - 208 Caravan. (11) Choose OK. (12) Select Monitor Data Display.
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MODEL 208 MAINTENANCE MANUAL (13) Choose OK. NOTE:
After selecting OK, a prompt asks if you want to create a Monitor Data Disk File. Choose NO and the ROSE Report Display Screen will appear.
(14) Set the pilot's Baro Set to 29.92. (15) Adjust Pitot/Static Test set pressure for each test point specified in Table 501. Table 501. Pressure Altitude REFERENCE ALTITUDE FEET
FDR READ OUT ALTITUDE FEET
PILOT'S ALTITUDE FEET
FDR SYSTEM ERROR FEET
ALLOWABLE RECORDED ERROR FEET
-1,000
+100 or -100
0
+100 or -100
2,000
+100 or -100
5,000
+100 or -100
10,000
+150 or -150
15,000
+150 or -150
20,000
+300 or -300
25,000
+300 or -300
26,000
+300 or -300
25,000
+300 or -300
20,000
+300 or -300
15,000
+150 or -150
10,000
+150 or -150
5,000
+100 or -100
2,000
+100 or -100
0
+100 or -100
-1,000
+100 or -100 (16) Adjust the Pitot/Static Test set airspeed for each test point specified in Table 502.
Table 502. Airspeed REFERENCE AIRSPEED KNOTS
FDR READ OUT AIRSPEED KNOTS
PILOT'S AIRSPEED KNOTS
FDR SYSTEM ERROR KNOTS
ALLOWABLE RECORDED ERROR KNOTS
70
+10 or -10
80
+10 or -10
90
+10 or -10
100
+10 or -10
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MODEL 208 MAINTENANCE MANUAL Table 502. Airspeed (continued) REFERENCE AIRSPEED KNOTS
FDR READ OUT AIRSPEED KNOTS
PILOT'S AIRSPEED KNOTS
FDR SYSTEM ERROR KNOTS
ALLOWABLE RECORDED ERROR KNOTS
110
+10 or -10
120
+10 or -10
130
+10 or -10
140
+10 or -10
150
+10 or -10
160
+10 or -10
172
+10 or -10
180
+10 or -10 (17) Manually slew the heading card on the pilot's HSI per each test point in Table 503.
Table 503. Magnetic Heading REFERENCE HEADING DEGREES
FDR READ OUT HEADING DEGREES
PILOT'S HEADING DEGREES
FDR SYSTEM ERROR DEGREES
ALLOWABLE RECORDED ERROR DEGREES
360
+2 or -2
045
+2 or -2
135
+2 or -2
180
+2 or -2
225
+2 or -2
270
+2 or -2
315
+2 or -2 (18) Move the accelerometer momentarily so that UP/DWN arrow is pointed down. (a) Monitor the PC laptop for vertical acceleration data. (b) Make sure the ROSE report display reading is within +0.6 or -0.6 G's. (19) Put the UP/DWN arrow in a horizontal attitude. (a) Monitor the PC laptop for vertical acceleration data. (b) Make sure the ROSE report display reading is within +0.6 or -0.6 G's. (20) Make sure the UP/DWN arrow is pointing up. (a) Monitor the PC laptop for vertical acceleration data. (b) Make sure the ROSE report display reading is within +0.6 or -0.6 G's. (21) Mount KI 256 Gyro on tilt table. (22) Make sure the pitch angles correspond with Table 504.
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Table 504. Pitch Angle ANGLE
DEGREES
REFERENCE PITCH UP/DOWN
FDR READ OUT
DEGREES
DEGREES
FDR SYSTEM ERROR DEGREES
ALLOWABLE RECORDED ERROR DEGREES
-30
+2 or -2
-20
+2 or -2
-10
+2 or -2
0
+2 or -2
+10
+2 or -2
+20
+2 or -2
+30
+2 or -2
NOTE 1: Pitch down is represented by a negative number on the ROSE report display. Pitch up is represented by a positive number. (23) Make sure the roll angles correspond with Table 505. Table 505. Roll Angle ANGLE
DEGREES
REFERENCE ROLL LEFT/RIGHT
FDR READ OUT
DEGREES
DEGREES
FDR SYSTEM ERROR DEGREES
ALLOWABLE RECORDED ERROR DEGREES
30L
+2 or -2
20L
+2 or -2
10L
+2 or -2
0
+2 or -2
10R
+2 or -2
20R
+2 or -2
30R
+2 or -2
NOTE 1: Roll left is represented by a negative number on the ROSE report display. Roll right is represented by a positive number. (24) Put the flaps into the positions of 0 degrees, 10 degrees, 20 degrees and 30 degrees and make sure each position displays on the ROSE report display. (25) Depress the pilot, copilot and hand mic transmit buttons. Make sure there is a change of status displayed on the ROSE report display. (26) Engage and disengage the autopilot and make sure a change of status is displayed on the ROSE report display. (27) Push the FIRE DETECT test switch on the instrument panel and make sure a change of status is displayed on the ROSE report display. (28) Run engine per each test point specified in Table 506.
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Table 506. Engine Torque REFERENCE TORQUE FOOT-POUNDS
FDR READ OUT TORQUE FOOT-POUNDS
PILOT'S TORQUE FOOT-POUNDS
FDR SYSTEM ERROR FOOTPOUNDS
ALLOWABLE RECORDED ERROR FOOT-POUNDS
600
30
800
40
1000
50
1200
60
1400
70
1600
80
1800
90
1865
93.25 (29) Run engine per each test point specified in Table 207.
Table 507. Propeller RPM REFERENCE PROPELLER RPM
FDR READ OUT PROPELLER RPM
PILOT'S PROPELLER RPM
FDR SYSTEM ERROR RPM
ALLOWABLE RECORDED ERROR RPM
1400
70
1500
75
1600
80
1700
85
1800
90
1900
95
3.
Underwater Locator Device (ULD) Test A.
Do an Underwater Locator Device (ULD) Test. (1) Remove the Velcro collar from the Pinglite Model PL-3 Tester. (2) Apply the spring end of the Pinglite Model PL-3 Tester firmly to the ULD. NOTE: (3)
The ULD is physically attached to the Locator Beacon.
Make sure the center spring is making contact with the center pin of the water switch. (a) With the center pin shorted to the center pin of the water switch, depress and hold the remaining three springs of the Pinglite PL-3 Tester against the ULD body. (b) Listen for audible pinging and make sure the LED flashes with each output pulse indicating its operation. (c) If audible pinging is not heard, or the LED does not flash, remove the FDR and return to the Radio Lab for retest and/or rejection of the Underwater Acoustic Beacon.
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MODEL 208 MAINTENANCE MANUAL L-3 COMMUNICATIONS FA2100 COCKPIT VOICE/DATA RECORDER SYSTEM - DESCRIPTION AND OPERATION 1.
2.
Description A.
The L3 Communications FA2100 Cockpit Voice/Data Recorder (CV/DR) System has a Cockpit Voice Recorder (CVR) that records a minimum of 120 minutes of cockpit audio and a Flight Data Recorder (FDR) that can record airframe and engine parameters for a minimum of 25 hours. (1) The CVR can simultaneously record the four cockpit audio input streams and convert them to a digital format. (2) The four audio streams channels are as follows: (a) The Channel 1 input is the from the speaker audio (b) The Channel 2 input is the from the copilot audio (c) The Channel 3 input is the from the pilot audio (d) The Channel 4 input is the from the area microphone audio. (3) The FDR records data from the DCU from an ARINC 717 bus at 256 words per second. (a) The FDR has storage for a minimum of 25 hours of flight data. (b) It takes about five minutes or less to download the flight data. (c) The FDR unit is in an international orange case. (d) The FDR has a Crash Survivable Memory Unit (CSMU). 1 This unit has the solid state flash memory for the recording medium. 2 The data is separate from the voice data the CVR records.
B.
The L3 Communications FA2100 CV/DR has the system components that follow: (1) The Data Collector Unit (DCU) (GSD 41) is in the tailcone between FS 356.99 and FS 384.22 and WL 93.52. (2) The recorder unit is in the tailcone section on the avionics shelf between FS 370.80 and FS 386.35 and WL 127.03. (3) The underwater locator device (ULD) is on the front panel of the recorder unit. (a) The ULD also has a battery installed with the device. (4) The impact switch is installed below the avionics shelf below the CV/DR in the tailcone. (5) The three axis accelerometer is installed at FS 210.84, WL 132.16, and LBL 29.23 (6) The area microphone is above the audio panel on the instrument panel at FS 118.00 and WL 123.06. (7) The flap position sensor potentiometer (RC300) is installed at FS 210.84 and WL 136.92. (8) The CVR adapters (sum amplifiers) are at the forward side of the pedestal at FS 114.40 and WL 95.00. (9) There is a Ground Support Equipment (GSE) connector under the front panel of the CV/DR to facilitate maintenance functions.
Operation A.
The CV/DR receives electrical power from the CV/DR circuit breaker on the left circuit breaker panel. (1) When the CV/DR receives electrical power a built-in-test (BIT) is initiated. (a) The CV/DR continuously monitors its serviceability after the initial BIT is complete. (b) If there is a CVR failure a discrete is sent to the Integrated Avionics Unit I (IAU) and then to the PFD that shows a CVR FAIL (white) Crew Alert Message (CAS) on the display. (c) The CV/DR CVR receives voice data from the CVR adapter unit (summing amplifier). (d) The CV/DR FDR receives data from the DCU on an ARINC 717 bus. (e) If there is a FDR failure a discrete is sent to the DCU that then sends the data on a ARINC 429 bus to the PFD. The PFD shows a FDR FAIL (white) CAS message on the display. (2) If there is a FDR failure the CVR continues to record cockpit voice data correctly. NOTE:
The FDR and CVR data is recorded separately in the CV/DR. Failure of one of these two CV/DR functions does not cause an interrupt of the other function and correct operation continues.
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MODEL 208 MAINTENANCE MANUAL B.
The DCU processes Models 208/208B system parameters for the CV/DR FDR. (1) The DCU receives electrical power from the DCU circuit breaker on the avionics circuit breaker panel. (2) The DCU acquires the data on a ARINC 429 bus from the IAU 1 and sends the data on a ARINC 717 bus to the CV/DR. (3) The GEA 71 Engine/Airframe Unit monitors data from the for flap position sensor, the three axis accelerometer and from airplane airframe and engine and sends the signals to IAU 1 and IAU 2 on an ARINC 485 bus.
C.
Underwater Locator Device (ULD) (1) The ULD is also referred to as an underwater acoustic beacon. (2) The ULD has a battery that has an expected life of six years. (3) Check with the ULD supplier for the data that follows: • Servicing • Recertification • Correct procedures to handle the lithium batteries • Correct procedures to dispose of the lithium batteries.
D.
Impact Switch (1) The impact switch disconnects electrical power from the CV/DR if there is a crash with a G-force that is more than 5 Gs. The recorded CV/DR data can automatically erase if the recorder was to continue to operate.
E.
3-Axis Accelerometer (1) The 3-axis accelerometer is a hermetically sealed instrument which simultaneously measures acceleration along three axes, vertical, lateral and longitudinal. (2) The accelerometer receives electrical power from the CVDR circuit breaker on the left circuit breaker panel. (3) The accelerometer sends data signals to the GEA 71 for recording by the CV/DR FDR.
F.
The Flap Position Sensor Potentiometer (1) The flap position sensor gives flap position data to the GEA 71 for recording by the CV/DR FDR.
G.
The Area Microphone (1) The area microphone can pick up and record cockpit voice signals. (2) The area microphone is installed in the top area of the instrument panel.
H.
CVR Adapters (1) The CVR adapters are sum amplifiers for the pilot (CVR channel 3) and copilot (CVR channel 2). (2) Channel 3 and Channel 4 voice signals are sent to the CV/DR.
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MODEL 208 MAINTENANCE MANUAL L-3 COMMUNICATIONS FA2100 COCKPIT VOICE/DATA RECORDER SYSTEM - MAINTENANCE PRACTICES 1.
General A.
2.
The L-3 Communications FA21000 Cockpit Voice/Data Recorder (CV/DR) System consists of a solid state Cockpit Voice Recorder (CVR), Flight Data Recorder (FDR), impact switch (5G), 3-axis accelerometer, CVR adapter, and a flap position potentiometer. Maintenance practices consists of removal and installation of the CV/DR and it's components.
Cockpit Voice/Data Recorder Removal/Installation A.
Remove the Cockpit Voice/Data Recorder (Refer to Figure 201). (1) Remove external electrical power from the airplane. (2) Disengage the CVDR circuit breaker on the left circuit breaker panel. (3) Disengage the DCU circuit breaker on the avionics circuit breaker panel. (4) In the tailcone, between FS 370.80 and FS 386.35 on the avionics shelf cut and remove the safety wire between the CV/DR knurl nuts. (5) Loosen the knurl nuts and unlatching locking mechanism located on the mounting tray. (6) Carefully move the CV/DR out of the mounting tray. NOTE: (7)
B.
3.
4.
The CV/DR must be removed from the aft side of the avionics shelf.
Remove the CV/DR from the airplane.
Install the Cockpit Voice/Data Recorder (Refer to Figure 201). (1) From the aft side of the avionics shelf, put the flight data recorder on the mounting tray and slide in until the electrical connectors are firmly engaged. (2) Tighten and safety wire the knurl nuts together on the mounting tray. Refer to Chapter 20, Safetying - Maintenance Practices. (3) Engage the CVDR circuit breaker on the left circuit breaker panel.
Impact Switch (5G) Removal/Installation A.
Remove the Impact Switch (5G) (Refer to Figure 201). (1) Remove external electrical power from the airplane. (2) Disengage the CVDR circuit breaker on the left circuit breaker panel. (3) Disengage the DCU circuit breaker on the avionics circuit breaker panel. (4) At the impact switch (5G) in the tailcone between FS 370.80 and FS 386.35, below the CV/DR avionics shelf, disconnect the electrical connector (PT305). (5) Remove the screws from the impact switch (5G). (6) Remove the impact switch (5G) from the airplane.
B.
Install the Impact Switch (5G) (Refer to Figure 201). (1) Put the impact switch (5G) in its correct position below the aft avionics shelf and install with screws. (2) Attach the impact switch shelf with the screws. (3) Connect the electrical connector to the impact switch (5G). (4) Engage the CVDR circuit breaker on the left circuit breaker panel. (5) Engage the DCU circuit breaker on the avionics circuit breaker panel.
Accelerometer Removal/Installation A.
Remove the Accelerometer (Refer to Figure 201). (1) Remove external electrical power from the airplane. (2) Disengage the CVDR circuit breaker on the left circuit breaker panel. (3) Disengage the DCU circuit breaker on the avionics circuit breaker panel. (4) At FS 210.84, WL 132.16, and LBL 29.23, remove the fasteners from the hard shell headliner panel. (5) Remove the hard shell headliner from the airplane.
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MODEL 208 MAINTENANCE MANUAL
FA21000 Cockpit Voice Data Recorder Components Installation Figure 201 (Sheet 1)
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FA21000 Cockpit Voice Data Recorder Components Installation Figure 201 (Sheet 2)
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FA21000 Cockpit Voice Data Recorder Components Installation Figure 201 (Sheet 3)
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FA21000 Cockpit Voice Data Recorder Components Installation Figure 201 (Sheet 4)
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MODEL 208 MAINTENANCE MANUAL (6) (7) (8) B.
5.
Disconnect the electrical connector (PC302) from the accelerometer. Remove the screws from the accelerometer bracket assembly. Remove the accelerometer from the airplane.
Install the Accelerometer (Refer to Figure 201). (1) Put the accelerometer in its correct position on the bracket assembly and secure to bracket assembly with screws. (2) Attach the accelerometer on the bracket assembly with screws. (3) Connect the electrical connector to the accelerometer. (4) Put the hard shell headliner panel into position and install using fasteners. (5) Engage the CVDR circuit breaker on the left circuit breaker panel. (6) Engage the DCU circuit breaker on the avionics circuit breaker panel.
Potentiometer Removal/Installation A.
Remove the Potentiometer (Refer to Figure 201). (1) Remove external electrical power from the airplane. (2) Disengage the CVDR circuit breaker on the left circuit breaker panel. (3) Disengage the DCU circuit breaker on the avionics circuit breaker panel. (4) At FS 210.84, WL 136.92, AND LBL 14.23, remove the fasteners from the hard shell headliner panel. (5) Remove the hard shell headliner panel from the airplane. (6) Disconnect the electrical connector (PC303) from the potentiometer. (7) Loosen the set screws that attach the lever assembly to the potentiometer shaft. (8) Loosen screws that hold the potentiometer to the bracket assembly. (9) Turn the cleats so that the potentiometer can be removed from the bottom of the bracket assembly (10) Remove the potentiometer from the airplane.
B.
Install Potentiometer (Refer to Figure 201). (1) Make sure that the flaps are rigged. Refer to Chapter 27, Flap Rigging Guide- Adjustment/Test. (2) Attach an inclinometer to one of the two flaps at WS 68.00 approximately 34 inches from the inboard edge of the flap. (3) Put the potentiometer in the bracket assembly. (4) Tighten cleats only enough to hold in place. (5) Put the lever assembly on the potentiometer shaft and tighten the set screws. (6) Tighten the set screws that attach the potentiometer to the lever assembly. (7) Apply external electrical power to the airplane. (8) Put the AVIONICS 1 and AVIONICS 2 switches on the left switch panel to the ion position. (9) At Primary Flight Display 1 make sure that system software version 767.05 or later is installed. (10) With the flaps in the up position, set the inclinometer to 0 degrees. (11) Set the flap lever to 20 degrees. (12) Push and hold the ENT button on the PDF 1 display and at the same time push in the PDF1 circuit breaker on the avionics circuit breaker panel. NOTE: (13) (14) (15) (16)
You can release the ENT button when the INITIALIZING SYSTEM message shows on the display.
Use the outer FMS knob to scroll to the GEA page. Use the inner FMS knob to scroll to the GEA STATUS page. Push the ANLG softkey. Locate the channel 3A FLAPS POSITION field. NOTE:
This shows the flap position value sensed by the flap position potentiometer.
(17) Loosen the flap position potentiometer cleats. (a) Turn the potentiometer until the value in the FLAPS POSITION field is the same as the inclinometer (0 degrees + .3 or -.3 degrees). (b) Carefully tighten the potentiometer cleats and make sure the potentiometer does not turn.
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MODEL 208 MAINTENANCE MANUAL (18) Cycle the flaps and make sure that they operate with not interference. (19) Make sure that the PDF1 FLAP POSITION field value shows the same as the inclinometer at the positions that follow: (a) UP (b) 10 degees (c) 20 degrees (d) UP. (20) Remove the inclinometer from the flap. (21) Put the AVIONICS 1 and AVIONICS 2 switches on the left switch to the OFF position. (22) Remove external electrical power from the airplane. 6.
CVR Adapter Assembly (Sum Amplifiers) Removal/Installation A.
Remove the CVR Adapters (Refer to Figure 201). NOTE: (1) (2) (3) (4) (5) (6)
B.
7.
8.
CVR Adapters are located on the forward side of the pedestal. The removal of the pilot and copilot adapters are identical.
Remove external electrical power from the airplane. Disengage the CVDR circuit breaker on the avionics circuit breaker panel. Disengage the DCU circuit breaker on the left circuit breaker panel. Remove electrical connector (PI528 pilot, PI529 copilot) from the applicable CVR adapter. Remove the screws and washers from the CVR adapter bracket. Remove the CVR adapter from the airplane.
Install the CVR Adapters (Refer to Figure 201). (1) Put the CVR adapter in its correct position on the CVR adapter bracket. (2) Attach the CVR adapter to the bracket with screws and washers. (3) Connect the electrical connector to the CVR adapter. (4) Engage the CVDR circuit breaker on the avionics circuit breaker panel. (5) Engage the DCU circuit breaker on the left circuit breaker panel.
Area Microphone Removal/Installation A.
Remove the Area Microphone (Refer to Figure 201). (1) Remove external electrical power from the airplane. (2) Disengage the CVDR circuit breaker on the avionics circuit breaker panel. (3) Disengage the DCU circuit breaker on the left circuit breaker panel. (4) Remove instrument panel components if necessary to get access to the area microphone. (a) If necessary, remove the primary flight display or multi-fuction display. Refer to Chapter 34, Garmin Display Unit (GDU) - Maintenance Practices. (5) Disconnect the electrical connector (JI527) from the area microphone. (6) Remove the screws that attach the area microphone to the bracket. (7) Remove the area microphone from the airplane.
B.
Install the Area Microphone (Refer to Figure 201). (1) Put the area microphone in its correct position on the bracket. (2) Install the screws that attach the area microphone to the bracket. (3) Connect the electrical connector to the area microphone. (4) If removed, install instrument panel components. (a) If removed, install the primary flight display or multi-function display. Refer to Chapter 34, Garmin Display Unit (GDU) - Maintenance Practices. (5) Engage the CVDR circuit breaker on the avionics circuit breaker panel. (6) Engage the DCU circuit breaker on the left circuit breaker panel.
Maintenance Practices A.
For maintenance practices related to the CV/DR, refer to the manufacturer.
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MODEL 208 MAINTENANCE MANUAL MASTER WARNING AND ANNUNCIATOR PANEL - DESCRIPTION AND OPERATION 1.
General A.
2.
The annunciator panel is located in the upper portion of the instrument panel and provides emergency and normal operational information to the flight crew.
Description and Operation A.
The annunciator panel is has three different colored lenses. (1) The red lenses include the ENGINE FIRE, OIL PRESS LOW, GENERATOR OFF, EMERGENCY PWR LEVER, VOLTAGE LOW, VACUUM LOW, RESERVOIR FUEL LOW, DOOR WARNING, BATTERY OVERHEAT (optional) and FUEL SELECT OFF. (2) The amber lenses include the AUX FUEL PUMP ON, FUEL PRESS LOW, STARTER ENERGIZED, LEFT FUEL LOW, RIGHT FUEL FLOW LOW, STBY ELEC PWR ON (optional), INVERTER lNOP, BATTERY HOT (optional), CHIP DETECTOR, STBY ELEC PWR lNOP (optional), A/P B.C. (3) The green lenses include the IGNITION ON, WINDSHIELD ANTI-ICE (optional), and DE-ICE PRESSURE (optional).
B.
Protection for annunciator panel is given by two circuit breakers attached on the left sidewall circuit breaker panel ANNUN PANEL. When the Standby Alternator is installed, one annunciator circuit breaker is removed and this annunciator supply comes from the Keep Alive #2 circuit breaker in the Electrical Power Box through the Standby Power Switch. The annunciator panel will stay on until the Master Switch and Standby Power Switches are turned off. This is a reminder to turn the Standby Power Switch to OFF, this removes the annunciator and Alternator Control Unit drain from the battery.
C.
There is an annunciator panel day/night selector switch, a press-to-test annunciator lamp switch, and a press-to-test fire detect switch installed adjacent to the left end of the annunciator panel. When in the NIGHT position, the day/night switch gives variable intensity down to a preset minimum dim level for the green lamps and some of the amber lamps (non-dimmable amber lamps are: AUX FUEL PUMP ON, FUEL PRESS LOW, and BATTERY HOT). This variable intensity is controlled by the ENG INST light rheostat.
D.
The annunciator lamp test switch is used to test the annunciator lights. The fire detect switch will illuminate the Engine Fire annunciator light and also cause the fire warning horn to sound if the system is operational.
E.
The Altair ADAS+ Engine Trend Monitoring System uses a divided switch-light installed at the top of the left instrument panel to indicate when the system senses an unwanted condition. The switchlight has a white half and an amber half. The Altair ADASd Engine Trend Monitoring System uses a CAS message to display system conditions. For more information on the Altair ADAS+ Engine Trend Monitoring System, refer to Chapter 77 Altair ADAS+ Engine Trend Monitoring System - Description and Operation. For more information on the Altair ADASd Engine Trend Monitoring System, refer to Chapter 77 Altair ADASd Engine Trend Monitoring System - Description and Operation
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MODEL 208 MAINTENANCE MANUAL MASTER WARNING AND ANNUNCIATOR PANEL - MAINTENANCE PRACTICES 1.
General A.
2.
Annunciator Panel Removal/Installation A.
B.
3.
Master warning and annunciator panel maintenance practices consist of annunciator panel components removal/installation.
Remove Annunciator Panel (Refer to Figure 201). (1) Remove seven screws (1) securing cowl deck cover (2) to cowl deck assembly and remove cover. (2) Disconnect connector (4) from annunciator panel (3). (3) Remove six screws (5) securing annunciator panel to instrument panel, and then remove by pulling the annunciator panel back and up through the cowl deck access opening. Install Annunciator Panel (Refer to Figure 201). (1) Install annunciator panel down and through the cowl deck access opening and secure to instrument panel using six screws (5). (2) Connect connector (4) to annunciator panel (3) and perform operational check. (3) Install cowl deck cover (2) to cowl deck assembly and secure using seven screws (1).
Annunciator Panel Lamp(s) Removal/Installation A. Remove Annunciator Panel Lamp(s) (Refer to Figure 201). (1) Push in on face of module (18), release the module and allow it to pop out. (2) Pull module out to limit of hinged retainer and allow it to rotate down 90 degrees. (3) Remove bulb (17) from retainer. B.
Install Annunciator Panel Lamp(s) (Refer to Figure 201). (1) Install bulb (17) into retainer. (2) Rotate module (18) up and press in until it catches and release it. NOTE:
4.
Each module contains two bulbs, and, if necessary, with one defective bulb, the module will remain sufficiently illuminated.
Annunciator Indicator Light Lens Removal/Installation A.
Remove Annunciator Indicator Light Lens (Refer to Figure 201). (1) Push in on face of module (18), then release module and allow it to pop out. (2) Pull module out to limit of hinged retainer (23) and move hinged retainer (23) from side side while continuing to pull. (3) Module (18) should pull free from housing assembly (26). (4) Pry lens retainer (21) up over reflector assembly flanges on top and bottom of module assembly (18) and pull lens retainer (21) off of module assembly (18). (5) Remove nomenclature filter (22B), colored filter (22A) and cover lens (22) from back side of lens retainer (21). Note removal sequence of filters.
B.
Install Annunciator Indicator Light Lens (Refer to Figure 201). (1) Install cover lens (22), colored filter (22A) and nomenclature filter (22B) into the lens.' retainer (21). Make sure stenciled lens read correctly with right side up. (2) Position lens retainer (21) to module assembly (20). (3) Press lens retainer (21) on module assembly (20). (4) Position hinged retainer (23) over retaining spring (19) in housing assembly (26).
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MODEL 208 MAINTENANCE MANUAL
3
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DETAIL A 1. 2. 3. 4. 5. 6. 7. 8. 9.
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10. 11. 12. 13. 14. 15. 16. 17. 18.
SCREW WASHER ELECTRICAL LEAD NIGHT/DAY SWITCH LAMP TEST FIRE DETECT TEST SWITCH DECORATIVE NUT BULB MODULE
2677X1003 A2677X1004 D2677X1005
Annunciator Panel Installation Figure 201 (Sheet 1)
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MODEL 208
MAINTENANCE MANUAL
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Annunciator Panel Installation Figure 201 (Sheet 2)
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MODEL 208
MAINTENANCE MANUAL CAUTION: To avoid damaging retaining spring (19) be sure hinged retainer (23) is properly positioned in housing assembly (26) and not against retaining spring (19). If retaining spring (19) is inadvertently damaged, replace housing assembly (26). (5) Push module (18) into housing assembly (26) until it snaps into a locked position. NOTE: 5.
If module becomes disengaged and will not lock when pressed, it may be necessary to pull module out slightly and press in again.
Annunciator Indicator Light Housing Assembly Removal/Installation A. Remove Annunciator Indicator Light Housing Assembly (Refer to Figure 201 ). (1) Locate housing assembly to be replaced and remove all three modules in the stack.
CAUTION: PC boards are soldered in place. Be sure PC boards are not moved or damaged when removing or installing housing assemblies. (2) Remove two screws (27) and nuts (24) securing PC boards, spacers (25), and housing assemblies (26). (3) Pull housing assembly (26) out of stack. NOTE:
B.
In order to remove housing assembly (26) it may be necessary to remove more than one housing assembly in the stack. Insulating spacers may become dislodged when removing housing assemblies. It may be necessary to loosen screws securing modules in adjacent stacks to ease removal of housing assemblies.
Install Annunciator Indicator Light Housing Assembly (Refer to Figure 201).
CAUTION: Be sure not to damage PC board when installing housing assemblies and spacers. (1) Position housing assembly (26) to annunciator panel and slowly push housing assembly (26) into stack. (2) Install spacers (25). NOTE:
It may be necessary to loosen screws securing modules in adjacent stacks to allow casing to be separated to ease installation of housing assemblies and spacers.
(3) Align housing assemblies and spacers with PC boards and casing using awls. (4) Install screws (27) and nuts (24). (5) Tighten any adjacent screws that may have been loosened to ease removal and installation. (6) Install three modules in stack as follows: Position hinged retainer (23) over retaining spring (19) to housing assembly (26).
CAUTION: To avoid damaging retaining spring (19) be sure hinged retainer (23) is positioned to housing assembly (26) and not against retaining spring (19). (7) Push module (18) into PC board until it snaps into a locked position. 6.
Day/Night Switch Removal/Installation A.
Remove Day/Night Switch (Refer to Figure 201). (1) Remove seven screws (1) securing cowl deck cover (2) to cowl deck assembly and remove cover.
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MODEL 208 MAINTENANCE MANUAL (2) (3) (4) (5) B.
7.
8.
Remove six screws (5) securing annunciator panel to instrument panel, and then remove by pulling the annunciator panel back and up through the cowl deck access opening. Remove decorator nut (6) from instrument panel and retain washers (7) and (8). Bring switch (13) back and up through cowl deck access opening. Remove electrical leads (12) and tag for reinstallation.
Install Day/Night Switch (Refer to Figure 201). (1) Install electrical leads (12) and remove identification tags. Install switch (13) in instrument panel and install washers (7) and (8) and decorator nut (6) to (2) secure switch to instrument panel. (3) Install annunciator panel down and through the cowl deck access opening, secure to instrument panel using six screws (5), and perform operational check. (4) Install cowl deck cover (2) to cowl deck assembly and secure using seven screws (1).
Lamp Test Switch Removal/Installation A.
Remove Lamp Test Switch (Refer to Figure 201). (1) Remove seven screws (1) securing cowl deck cover (2) to cowl deck assembly and remove cover. (2) Remove six screws (5) securing annunciator panel, and then remove by pulling annunciator panel back up and through the cowl deck access opening. (3) Remove decorator nut (6) from instrument panel and retain washers (7) and (8) for reinstallation. (4) Bring switch (14) back and up through cowl deck access opening. (5) Unsolder electrical leads from switch and tag for reinstallation.
B.
Install Lamp Test Switch (Refer to Figure 201 ). (1) Solder electrical leads to switch (14) and remove identification tags. (2) Install switch (14) in instrument panel and install washers (7) and (8) and decorator nut (6) to secure switch to instrument panel. (3) Install annunciator panel (3) in instrument panel, secure using six screws (5), and perform operational check. (4) Install cowl deck cover (2) to cowl deck assembly and secure using seven screws (1).
Fire Detector Test Switch Removal/Installation A.
Remove Fire Detector Test Switch (Refer to Figure 201). (1) Remove seven screws (1) securing cowl deck cover (2) to cowl deck assembly and remove cover. (2) Remove six screws (5) securing annunciator panel, and then remove by pulling annunciator panel back up and through the cowl deck access opening. (3) Remove decorative nut (16) and nut (6) from instrument panel and retain washer (8). (4) Bring switch (15) back up and through cowl deck access opening. (5) Unsolder electrical leads from switch (15) and tag for reinstallation.
B.
Install Fire Detector Test Switch (Refer to Figure 201 ). (1) Solder electrical leads to switch (15) and remove identification tags. (2) Install switch (15) in instrument panel and install washer (8), nut (6), and decorative nut (16) to secure switch to instrument panel. (3) Install annunciator panel (3) in instrument panel and secure using screws (5). (4) Install cowl deck cover (2) to cowl deck assembly and secure using seven screws (1).
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CHAPTER
32 LANDING GEAR
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES CHAPTER-SECTION-SUBJECT
PAGE
DATE
32-00-00
Pages 1-2
Jan 3/2005
32-10-00
Pages 101-104
Aug 1/1995
32-10-00
Pages 201-217
Jul 1/2010
32-10-00
Pages 501-505
May 5/2003
32-10-00
Pages 601-613
Jan 3/2005
32-10-00
Pages 701-703
Sep 3/1996
32-10-02
Page 601
May 5/2003
32-20-00
Pages 101-104
Aug 1/1995
32-20-00
Pages 201-214
Apr 1/2010
32-20-00
Page 601
Mar 1/2000
32-20-00
Pages 701-703
Sep 3/1996
32-20-01
Pages 201-210
Apr 1/2010
32-20-02
Pages 201-210
Jan 2/2006
32-20-03
Pages 201-202
Jan 2/2006
32-40-00
Page 1
Aug 1/1995
32-40-00
Pages 101-104
Aug 1/1995
32-40-00
Pages 201-213
Dec 1/2006
32-40-00
Page 701
Sep 4/2001
32-40-00
Page 801
Aug 1/1995
32-41-00
Pages 201-203
May 5/2003
32-42-00
Pages 201-203
Aug 1/1995
32-50-00
Pages 101-103
Aug 1/1995
32-50-00
Pages 201-203
Aug 1/1995
32-Title 32-List of Effective Pages 32-Record of Temporary Revisions 32-Table of Contents
32 - LIST OF EFFECTIVE PAGES © Cessna Aircraft Company
Page 1 of 1 Jul 1/2010
CESSNA AIRCRAFT COMPANY MAINTENANCE MANUAL
RECORD OF TEMPORARY REVISIONS Temporary Revision Number
Page Number
Issue Date
By
Date Removed
By
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CONTENTS LANDING GEAR - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-00-00 Page 1 32-00-00 Page 1 32-00-00 Page 1 32-00-00 Page 2
MAIN LANDING GEAR - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-10-00 Page 101 32-10-00 Page 101
MAIN LANDING GEAR - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Gear Assembly Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Gear Spring Removal/Installation (Airplanes Without Cargo Pod) . . . . . . . . . . . Main Gear Spring Removal/Installation (Airplanes With Cargo Pod). . . . . . . . . . . . . . Main Gear Fairing Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Gear Axle Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Landing Gear Spring Puller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-10-00 Page 201 32-10-00 Page 201 32-10-00 Page 201 32-10-00 Page 201 32-10-00 Page 201 32-10-00 Page 206 32-10-00 Page 208 32-10-00 Page 212 32-10-00 Page 212 32-10-00 Page 214
MAIN LANDING GEAR - ADJUSTMENT/TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wheel Toe-In Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wheel Camber Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-10-00 Page 501 32-10-00 Page 501 32-10-00 Page 501 32-10-00 Page 501
MAIN LANDING GEAR - INSPECTION/CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Visual Main Gear Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection Preparation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Gear Spring Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Center Spring and Main Gear Spring Interface Area Inspection and Repair . . . . . . .
32-10-00 Page 601 32-10-00 Page 601 32-10-00 Page 601 32-10-00 Page 601 32-10-00 Page 601 32-10-00 Page 601 32-10-00 Page 607
MAIN LANDING GEAR - CLEANING/PAINTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refinishing High Stressed Steel Shot Peened Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . Refinishing Steel, Aluminum and Magnesium Components . . . . . . . . . . . . . . . . . . . . .
32-10-00 Page 701 32-10-00 Page 701 32-10-00 Page 701 32-10-00 Page 701 32-10-00 Page 703
MAIN GEAR SPRING AND CENTER SPRING INTERFACE - INSPECTION/CHECK . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Gear Spring and Center Spring Interface Corrosion Inspection . . . . . . . . . . . . .
32-10-02 Page 601 32-10-02 Page 601 32-10-02 Page 601
NOSE LANDING GEAR - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-20-00 Page 101 32-20-00 Page 101
NOSE LANDING GEAR - MAINTENANCE PRACTICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drag Link Spring Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drag Link Spring Support Liner Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Landing Gear Drag Link Spring Inspection/Repair . . . . . . . . . . . . . . . . . . . . . . . . Nose Wheel Grease Seal Bore And Cup Backing Bore Surface Rework. . . . . . . . . . Nose Gear Assembly Replacement Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-20-00 Page 201 32-20-00 Page 201 32-20-00 Page 201 32-20-00 Page 206 32-20-00 Page 207 32-20-00 Page 211 32-20-00 Page 213
NOSE LANDING GEAR - INSPECTION/CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Landing Gear and Fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Wheel Grease Seal Bore and Cup Backing Bore Surfaces. . . . . . . . . . . . . . . . .
32-20-00 Page 601 32-20-00 Page 601 32-20-00 Page 601
32 - CONTENTS © Cessna Aircraft Company
Page 1 of 3 Jul 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL NOSE LANDING GEAR - CLEANING/PAINTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refinishing High Stressed Steel Shot Peaned Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . Refinishing Steel, and Aluminum Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-20-00 Page 701 32-20-00 Page 701 32-20-00 Page 701 32-20-00 Page 701 32-20-00 Page 701
NOSE GEAR SHOCK STRUT - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Gear Shock Strut Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Gear Shock Strut Disassembly/Assembly (Airplanes 20800134 and On, 208B0099 and On, and Airplanes 20800001 thru 20800133 and 208B0001 thru 208B0098 Incorporating SK208-51) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Gear Shock Strut Disassembly/Assembly (Airplanes 20800001 thru 20800133 and 208B0001 thru 208B0098 Except Airplanes Incorporating SK208-51) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-20-01 Page 201 32-20-01 Page 201 32-20-01 Page 201 32-20-01 Page 205 32-20-01 Page 208
SHIMMY DAMPENER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shimmy Dampener Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shimmy Dampener Disassembly/Assembly (Airplanes 20800394 and On and 208B1140 and On) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shimmy Dampener Disassembly/Assembly (Airplanes 20800001 thru 20800393 and 208B0001 thru 208B1139). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-20-02 Page 201 32-20-02 Page 201 32-20-02 Page 201
NOSE GEAR FAIRING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Gear Fairing Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-20-03 Page 201 32-20-03 Page 201 32-20-03 Page 201
WHEELS AND BRAKES - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-40-00 Page 1 32-40-00 Page 1
WHEELS AND BRAKES - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-40-00 Page 101 32-40-00 Page 101
WHEELS AND BRAKES - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tire Mounting Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Servicing Tires and Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake System Replenishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake System Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Wheel and Tire Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Wheel, Tire and Tube Disassembly/Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Backplate and Pressure Plate Removal/Installation . . . . . . . . . . . . . . . . . . . . . . Brake Caliper Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Caliper Disassembly/Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Brake Burn-In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Wheel Removal/Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Wheel Tire and Tube Disassembly/Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection and Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-40-00 Page 201 32-40-00 Page 201 32-40-00 Page 201 32-40-00 Page 201 32-40-00 Page 201 32-40-00 Page 201 32-40-00 Page 202 32-40-00 Page 202 32-40-00 Page 205 32-40-00 Page 205 32-40-00 Page 205 32-40-00 Page 208 32-40-00 Page 208 32-40-00 Page 210 32-40-00 Page 212
WHEELS AND BRAKES - CLEANING/PAINTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools, Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wheel Preparation and Painting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-40-00 Page 701 32-40-00 Page 701 32-40-00 Page 701 32-40-00 Page 701
WHEELS AND BRAKES - APPROVED REPAIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approved Repair Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-40-00 Page 801 32-40-00 Page 801 32-40-00 Page 801
32-20-02 Page 205 32-20-02 Page 205
32 - CONTENTS © Cessna Aircraft Company
Page 2 of 3 Jul 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL BRAKE MASTER CYLINDER - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Master Cylinder Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Master Cylinder Disassembly/Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-41-00 Page 201 32-41-00 Page 201 32-41-00 Page 201 32-41-00 Page 201
PARKING BRAKE VALVE - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parking Brake Valve Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-42-00 Page 201 32-42-00 Page 201 32-42-00 Page 201
NOSE GEAR STEERING - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-50-00 Page 101 32-50-00 Page 101
NOSE GEAR STEERING - MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nose Gear System Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32-50-00 Page 201 32-50-00 Page 201 32-50-00 Page 201 32-50-00 Page 201
32 - CONTENTS © Cessna Aircraft Company
Page 3 of 3 Jul 1/2010
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL LANDING GEAR - GENERAL 1.
Scope This chapter gives maintenance information for the landing gear and associated components. Also included in this chapter are procedures to clean and paint the nose and main gear components.
A. 2.
Tools, Equipment and Materials NOTE:
Equivalent substitutes can be used for the items that follow:
NAME
I
NUMBER
MANUFACTURER
USE
Washers
153-00100
Cessna Aircraft Company Cessna Parts Distribution 5800 East Pawnee P. O. Box 1521 Wichita, KS 67218 USA
To provide the specified torque range for the main tire and wheel nuts.
Corrosion Protection Primer Base Activator Reducer
Type II 10P30-5 EC-275 TR-115
Akzo Nobel Aerospace Coatings One East Water St. Waukegan, IL 60085
To lubricate the main landing gear mating surfaces of the spring, center spring, attach trunnion and pin.
Lubricant
Permatex Anti-Seize Lubricant
Commercially Available
To protect the nose gear wheel and bearings from corrosion.
Protectant
Royco 103
Royal Lubricants Co., Inc. River Road East Hanover, NJ 07936
To protect the internal surfaces of the main and nose gear wheels.
Grease
AMS/OIL GHD grease
Get in touch with Local Distributor
Alternate grease for lubricating the wheel bearings and zerk fittings.
Glass Bead
MIL-G-9954 (Size 10 or Size 13)
Cataphote Incorporated 1001 Underwood Drive Jackson, Miss 39208
Paint removal on the main gear and center springs.
Sealant Semkit, (2.5 oz.)
Type 1, Class B-1/2
Cessna Aircraft Company
To fillet seal the main gear spring at the center spring
Depth micrometer (pin type) with a tolerance of ±0.001 inch
Commercially available
To measure the damage to the landing gear springs.
4X magnifying glass
Commercially available
To inspect the landing gear springs.
Trunnion Puller
2609084-1
Get in touch with Cessna Propeller Aircraft Product Support at (316) 517-5800 or Fax (316) 942-9006.
To remove the attach trunnion from the center spring.
Main Landing Gear Spring Puller
T2680002-17
Get in touch with Cessna Propeller Aircraft Product Support at (316) 517-5800 or Fax (316) 942-9006.
To remove the main landing gear spring from the center spring.
32-00-000 © Cessna Aircraft Company
Page 1 Jan 3/2005
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
NAME
NUMBER
MANUFACTURER
USE
Hydraulic Jack
RLS201
Simplex Division of Templeton, Kenly & Co., Inc. 2525 Gardner Road Maywood, IL 60153-3719
To operate the T2680002-17 main landing gear spring puller (two required).
Hydraulic Hand Pump
P42
Simplex Division of Templeton, Kenly & Co., Inc.
To operate the hydraulic jacks used with the T2680002-17 main landing gear spring puller.
Penetrating Oil Basin
T2680002-18
Get in touch with Cessna Propeller Aircraft Product Support at (316) 517-5800 or Fax (316) 942-9006.
To use in between the center spring and main landing gear spring.
Penetrating Oil
Kroil
Kano Laboratories, Inc. P.O. Box 110098 Nashville, TN 37222-0098
To use in the basin between the center spring and main landing gear spring.
3.
Definition A.
This chapter is divided into sections to help maintenance personnel find information. Use the Table of Contents to help locate a particular subject. A brief definition of the sections in this chapter is as follows: (1) The section on the main landing gear gives instructions to troubleshoot, adjust, paint or clean and do maintenance practices for the main landing gear. (2) The section on the nose landing gear gives instructions to troubleshoot, inspect or check, paint or clean and do maintenance practices for the nose landing gear. (3) The section on the wheels and brakes gives description and operation information, and instructions to troubleshoot, adjust and test, and do maintenance practices for the main gear brake system. (4) The section on the nose gear steering gives instructions to troubleshoot, adjust and test, paint or clean, or do maintenance practices, and gives approved repair procedures for the nose gear steering system and related components.
32-00-00 © Cessna Aircraft Company
Page 2
Jan 3/2005
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL MAIN LANDING GEAR - TROUBLESHOOTING 1.
General A.
A troubleshooting chart has been prepared to aid the maintenance technician in system understanding. Refer to Figure 101.
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A11630
AIRPLANE LEANS TO ONE SIDE
I CHECK TIRES FOR FOR PROPER INFLATION. IF-
I OK, CHECK FOR LOOSE ATTACHING PARTS. IF-
NOT OK, INFLATE TO PROPER PRESSURE.
OK, CHECK FOR SPRUNG LANDING GEAR. IF -
NOT OK, TIGHTEN OR REPLACE PARTS AS REQUIRED.
OK, CHECK FOR BENT AXLES AND REPLACE WITH NEW PARTS AS REQUIRED.
NOT OK, REMOVE AND INSTALL NEW PARTS.
Main Landing Gear Troubleshooting Chart Figure 101 (Sheet 1)
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TIRES WEAR EXCESSIVELY
CHECK TIRES FOR PROPER INFLATION. IF-
I OK, CHECK MAIN GEAR ALIGNMENT. IF-
NOT OK, INFLATE TO PROPER PRESSURE.
OK, CHECK FOR SPRUNG LANDING GEAR. IF -
NOT OK, ALIGN MAIN GEAR.
OK, CHECK FOR BENT AXLES. IF-
NOT OK, REMOVE AND INSTALL NEW PARTS.
OK, CHECK FOR DRAGGING BRAKES. IF-
NOT OK, REPLACE WITH NEW PARTS.
OK, CHECK FOR OUT OF BALANCE WHEELS AND REBALANCE AS REQUIRED. IF-
NOT OK, REPAIR BRAKES.
Main Landing Gear Troubleshooting Chart Figure 101 (Sheet 2)
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VIBRATION EVIDENT ON SMOOTH SURFACE
WHEELS OUT OF BALANCE. BALANCE WHEEL AND TIRE.
Main Landing Gear Troubleshooting Chart Figure 101 (Sheet 3)
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MODEL 208 MAINTENANCE MANUAL MAIN LANDING GEAR - MAINTENANCE PRACTICES 1.
General A.
2.
This section gives description, removal, and installation instructions for the main landing gear. For the maintenance procedures for the main gear wheel and brakes, refer to Wheels and Brakes Maintenance Practices. For the maintenance procedures for the nose landing gear, refer to Nose Landing Gear - Maintenance Practices.
Description A.
The fixed, tricycle landing gear assembly has a tubular main gear and a steerable nose gear. Each main gear has a hydraulically operated disk-type brake (with a fairing), a two-piece gear spring fairing and a gear-to-fuselage fairing. (1) The tubular main gear has a center spring tube and two outer spring tubes. The center spring tube is attached to each outboard spring tube through a trunnion assembly. The trunnion assembly is attached to the fuselage at two points on each side of the lower fuselage structure. Because of the vertical loads when you land or taxi the airplane, the center and outboard spring tubes turn on the longitudinal axes around the four attached points. Each trunnion assembly uses a bearing and race, and a bearing cap attached by two cap bolts. This lets the main gear be easily removed for gear replacement, or for float installation. NOTE:
3.
Tools, Equipment and Materials A.
4.
The three-piece steel tube assembly has a slightly larger diameter for the Model 208B than the Model 208. The design is identical for the Model 208 and 208B assemblies.
For a list of necessary tools, equipment and materials, refer to Landing Gear - General.
Main Gear Assembly Removal/Installation A.
Remove the Main Gear Assembly (Refer to Figure 201). (1) Remove the main gear fairings. Refer to Main Gear Fairing Removal/Installation. (2) Remove the cargo pod, if installed (Airplanes 20800001 thru 20800395 and 208B00001 thru 208B01170). Refer to Chapter 25, Cargo Pod - Maintenance Practices. (3) Remove only the main gear outer cover, if a cargo pod is installed (Airplanes 20800396 and On and 208B01171 and On). (a) Remove the screws that attach the main gear outer cover. (b) Remove the main gear outer cover. (4) Use jacks to lift the airplane. Refer to Chapter 7, Jacking - Maintenance Practices. (5) Put a support below the main gear assembly at the attach trunnion.
CAUTION: Make sure that the gear support can hold a weight of approximately 400 pounds (180 kg). This will help prevent damage to the equipment. (6) (7) (8) (9) (10)
Use an ink marker and put marks on the left and right trunnions to refer to during installation. Drain the brake system. Disconnect the brake line at the bulkhead fitting in the center spring tunnel. Put a cap on the open end of the brake line. Carefully loosen the bearing cap bolts. (a) Remove the bearing cap bolts, washers, and shims that attach the bearing cap to the fuselage attach fitting. 1 Keep the shims for installation. (b) While the gear assembly is on the supports, lower it as an assembly to the ground. (11) Remove the bearings from the bearing races.
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Main Landing Gear Installation Figure 201 (Sheet 1)
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Main Landing Gear Installation Figure 201 (Sheet 2)
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Main Landing Gear Installation Figure 201 (Sheet 3)
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CAUTION: Do not try to remove the bearing races unless it is absolutely necessary. This will help prevent damage to the attach trunnion. The bearing races are press-fitted onto the attach trunnion. CAUTION: If the landing gear is to be removed and put in storage for long periods, such as during extended float operations, it is recommended that the bearings be removed and kept separate. Before the bearings are put in storage, a protective grease layer must be applied to all the bare surfaces of the bearings and races. B.
Install the Main Gear Assembly (Refer to Figure 201). (1) Put a support below the main landing gear assembly below the airplane. (2) Install the bearings on each bearing race. (3) Lift the landing gear assembly so the bearings align with the cutouts in the fuselage attach fittings. NOTE:
(4)
Put (a) (b) (c)
If you are installing the same bearing cap that you removed, wait to install the shims until after you examine the gap between the bearing cap and the fuselage attach fitting.
the bearing caps in their position at the fuselage attach fitting. Install the bearing cap bolts and washers hand tight on each bearing cap. Torque the bearing cap bolts from 770 to 950 inch-pounds (87 to 107 N-m). Use a feeler gage to make sure that the gap is less than 0.001 inch (0.025 mm) between the bearing cap and the fuselage attach fitting. NOTE:
(d)
Shims of different thickness are available to use if the gap is more than 0.001 inch (0.025 mm). Refer to the Illustrated Parts Catalog.
If the gap between the bearing cap(s) and the fuselage attach fitting is more than 0.001 inch (0.025 mm) do the steps that follow: 1 Remove the bearing cap bolts, washers, and bearing cap(s) from the fuselage attach fitting. 2 Put a shim on each of the bearing cap bolts between the bearing cap(s) and the fuselage attach fitting.
3 4 5 6 7
NOTE:
Use the thinnest shim necessary to make the gap between the bearing caps and the fuselage attach fitting less than 0.001 inch (0.025 mm) when the bearing cap bolts are torqued.
NOTE:
Make sure that the shims are the same thickness on both the inboard and outboard sides of each bearing cap.
NOTE:
Do not use more than one layer of shims.
Put the bearing cap(s) in their position at the fuselage attach fitting. Install the bearing cap bolts and washers hand tight on each bearing cap. Torque the bearing cap bolts from 770 to 950 inch-pounds (87 to 107 N-m). Use a feeler gage to make sure that the gap is less than 0.001 inch (0.025 mm) between the bearing cap and the fuselage attach fitting. If the gap is more than 0.001 inch (0.025 mm), do the steps again to install thicker shims until the gap is less than 0.001 inch (0.025 mm). NOTE:
(5) (6) (7)
Do not use more than one layer of shims.
Connect the brake line at the bulkhead fitting in the center spring tunnel. Bleed the brake system. Refer to Wheels and Brakes - Maintenance Practices. Remove the airplane from the jacks. Refer to Chapter 7, Jacking - Maintenance Practices.
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Install the main landing gear fairings. Refer to Main Gear Fairing Removal/Installation. Install the cargo pod (Airplanes 20800001 thru 20800395 and 208B0001 thru 208B1170), if it was removed. (10) Airplanes with a cargo pod installed, if only the main outer cover was removed (Airplanes 20800396 and On and 208B1171 and On), do the steps that follow: (a) Install the main gear outer cover with the screws. (b) Make sure that the drain hole is clear of blockage after the main gear outer cover is installed. 5.
Main Gear Spring Removal/Installation (Airplanes Without Cargo Pod) A.
Remove the Main Gear Spring (Refer to Figure 201). (1) Chock the wheel of the main landing gear on the opposite side of the airplane of the main gear spring to be removed. (2) Remove the main gear fairings of the main gear spring to be removed. Refer to Main Gear Fairing Removal/Installation. (3) Open the brake bleeder valve at the brake caliper and drain the brake system. (4) Disconnect the brake line at the brake caliper. (5) Put a cap on the open end of the brake line. (6) Remove the clamps that attach the brake line to the main gear spring. (7) Put an aircraft jack below the fuselage attach fitting at the jack point on the side the main gear spring is to be removed. (8) Remove the bearing cap bolts and bearing caps on the side the main gear spring is to be removed. (9) Use the jack to carefully lift the airplane until there is sufficient clearance between the attach trunnion and fuselage attach fitting to remove the bolt and pin. (10) Remove the nut and bolt that hold the pin in the attach trunnion. Keep the washers for installation. (11) Put a support below the attach trunnion. (12) Use a drift punch to remove the pin from the attach trunnion. NOTE:
The pin serial number placard is installed on the trunnion. Once the pin is removed, it must be identified so it will be installed on the same airplane and in the same location. If the pin is replaced with a new pin, the placard must also be replaced. A new placard must have the pin part number and the serial number stamped on it, and then it must be installed where the previous placard was installed. The pin serial number is the airplane's serial number, followed by an L for the left side or an R for the right side, then the sequence number of the pin. For example, the first replacement pin for an airplane serial number 208B970 on the left side would be SNB970L-2. Refer to CAB03-7 for instructions on the placard installation.
(13) Twist and pull the main gear spring to remove it from the center spring. (a) If the main gear spring cannot be removed, install the main landing gear spring puller. Refer to Main Landing Gear Spring Puller. NOTE:
Cessna Propeller Aircraft Product Support is the source to get instructions to fabricate the main landing gear spring puller.
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CAUTION: Make sure to be careful when the main gear spring is removed. This will help prevent damage to the landing gear during the removal process. CAUTION: Make sure that the force applied by each jack is not more than 12 tons. This will help prevent damage to the main gear. CAUTION: Do not apply heat to the main gear to remove the main gear springs. If you do, you can damage the main gear. 1
Increase the hydraulic jack (load) pressure until the main gear spring is removed or until a maximum force of 12 tons is applied by both jacks.
WARNING: Make sure the jacks extend equally when you apply the force. This will help prevent injury to personnel and damage to the equipment. NOTE:
The maximum pressure for the recommended jacks is 5000 PSI.
a
If necessary, use spacers to extend the reach of the jacks while the main gear spring is removed. b If the main gear spring still does not move when the maximum pressure is applied, get in touch with Cessna Propeller Aircraft Product Support for assistance; 316-517-5800 or Fax 316-942-9006. 2 Make sure that the jacks, spacers and the main gear spring do not fall during the main gear spring removal. (14) If necessary, remove the attach trunnion. (a) If you cannot remove the attach trunnion, you will need to use a special tool. NOTE: B.
Cessna Propeller Aircraft Product Support, (316) 517-5800 or Fax (316) 9429006, is the source to get a special tool or the instructions to fabricate the tool.
Install the Main Gear Spring (Refer to Figure 201). (1) Examine for gouging, chafing or corrosion on the faying surfaces of the main gear spring and the center spring. (a) If gouging, chafing or corrosion is found, prepare the damaged area for measurement. Refer to Center Spring and Main Gear Spring Interface Area Inspection and Repair. (2) Clean the unpainted surfaces of the main gear spring and the center spring with isopropyl alcohol. (3) Make sure that the main gear spring interior and exterior unpainted surfaces, except for the faying surface with the center spring, have a layer of Type II corrosion protection primer. (a) Fill and drain the interior of the main gear spring with Type II corrosion protection primer. (b) If necessary, apply a layer of Type II corrosion protection primer as a spray to the unpainted surfaces of the exterior of the main gear spring except for the faying surface with the center spring. (4) Make sure that the center spring interior unpainted surface, except for the faying surface with the main gear spring, has a layer of Type II corrosion protection primer. (a) Apply a layer of Type II corrosion protection primer as a spray to the unpainted surfaces of the interior of the center spring except for the faying surface with the main gear spring. (5) Immediately before the installation of the main gear spring, axle fitting and pin, do the steps that follow. (a) Clean the faying surfaces with isopropyl alcohol. (b) Use a brush and apply a Type II corrosion-protection primer to the faying surfaces that are the shaded areas shown in Figure 201.
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If necessary, install the attach trunnion on the center spring while the primer is still wet. NOTE:
(7) (8)
The Type II corrosion-protection primer on the faying surface must be wet during the installation.
Make sure that the attach trunnion is held in position, and the airplane is lifted sufficiently at the jack point of the fuselage attach fitting to give clearance to install the pin in the attach trunnion. Twist and push the main gear spring to install it in the center spring while the primer is wet. NOTE:
The Type II corrosion-protection primer on the faying surface must be wet during the installation.
(9) Align the attach holes for the pin. (10) Use a nonmetallic hammer to tap the pin wet through the aligned holes in the attach trunnion and the main gear spring. NOTE:
The Type II corrosion-protection primer on the faying surface must be wet during the installation.
(11) Install the bolt, washers and nut that hold the pin in the attach trunnion. (a) Torque the nut from 30 to 40 inch-pounds (3.4 to 4.5 N-m). (12) Lower the airplane at the jack point of the fuselage attach fitting until the bearings touch the recesses in the fuselage attach fitting. (13) Use the bearing cap bolts to install the bearing caps. (a) Torque the bearing cap bolts from 770 to 950 inch-pounds (87 to 107 N-m). (14) Use methyl n-propyl ketone (or equivalent) to clean the outside of the main gear spring. (15) Use Type 1, Class B-1/2 sealant and apply a fillet seal around the center spring at the attach trunnion. Refer to Chapter 20, Fuel, Weather and High-Temperature Sealing - Maintenance Practices. (16) Use Type 1, Class B-1/2 sealant and apply a fillet seal around the main gear spring at the center spring. Refer to Chapter 20, Fuel, Weather and High-Temperature Sealing - Maintenance Practices. (17) If removed, install the axle fitting on the main gear spring while the primer is still wet. NOTE:
The Type II corrosion-protection primer on the faying surface must be wet during the installation.
(18) Use Type 1, Class B-1/2 sealant and apply a fillet seal around the main gear spring at the axle fitting. Refer to Chapter 20, Fuel, Weather and High-Temperature Sealing - Maintenance Practices. (19) Remove the aircraft jack from the fuselage attach fitting. (20) Install the clamps that attach the brake line to the main gear spring. (21) Connect the brake line fitting at the brake caliper. (22) Bleed the brake system. Refer to Wheels and Brakes - Maintenance Practices. (23) Install the main gear fairings. Refer to Main Gear Fairing Removal/Installation. 6.
Main Gear Spring Removal/Installation (Airplanes With Cargo Pod) A.
Remove the Main Gear Spring (Refer to Figure 201 and Figure 202). (1) Chock the wheel of the main landing gear on the opposite side of the airplane of the main gear spring to be removed. (2) Remove the main gear fairings of the main gear spring to be removed. Refer to Main Gear Fairing Removal/Installation. (3) Open the brake bleeder valve at the brake caliper and drain the brake system. (4) Disconnect the brake line at the brake caliper. (5) Put a cap on the open end of the brake line. (6) Disconnect the brake line at the fuselage. (7) Put a cap on the open end of the brake line.
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MODEL 208 MAINTENANCE MANUAL (8) Remove the clamps that attach the brake line to the main gear spring. (9) Remove the brake line from the airplane. (10) Prepare the aft bearing cap for jacking. (a) Remove the bolts from the aft bearing cap. (b) Turn the bearing cap away from the attach trunnion. (c) Install the outboard bolt of the bearing cap. (11) Put an aircraft jack below the fuselage attach fitting at the jack point on the side the main gear spring is to be removed. (12) Remove the forward bearing cap bolts and bearing cap on the side that the main gear spring is to be removed from. (13) Remove the main gear strut cover on the side from which the main gear spring is to be removed. NOTE:
The main gear strut cover is in the cargo pod and outboard of the center spring cover.
(14) Put a board and a jack between the center spring and the floor of the cargo pod to hold the complete gear assembly (trunnion and gear).
CAUTION: Make sure that you put a board on the floor of the cargo pod below the jack. This will help prevent damage to the cargo pod. CAUTION: When you put the jack between the center spring and the cargo pod, be careful not to cause damage to the center spring. (15) Use the floor jack to carefully lift the airplane until the tire is approximately 2 inches above the ground. (16) Put aircraft jacks below the wings (in addition to the gear support jacks). (17) Use the jack in the cargo pod to lower the complete gear assembly (trunnion and gear) until there is sufficient clearance between the attach trunnion and fuselage attach fitting to remove the bolt and pin. (a) If necessary, remove the outboard bolts from the center spring cover to get the necessary clearance. (18) Make sure that the attach trunnion is out of the bearing caps. (19) Remove the nut and bolt that hold the pin in the attach trunnion. Keep the washers for installation. (20) Use a slide hammer to remove the pin from the aft side of the attach trunnion. NOTE:
The pin serial number placard is installed on the trunnion. Once the pin is removed, it must be identified so it will be installed on the same airplane and in the same location. If the pin is replaced with a new pin, the placard must also be replaced. A new placard must have the pin part number and the serial number stamped on it, and then it must be installed where the previous placard was installed. The pin serial number is the airplane's serial number, followed by an L for the left side or an R for the right side, then the sequence number of the pin. For example, the first replacement pin for an airplane serial number 208B970 on the left side would be SNB970L-2. Refer to CAB03-7 for instructions on the placard installation.
(21) Twist and pull the main landing gear spring to remove it from the center spring. (a) If the main landing gear spring cannot be removed, use a main landing gear spring puller to remove the main gear spring. Refer to Main Landing Gear Spring Puller. NOTE:
Cessna Propeller Aircraft Product Support, 316-517-5800 or Fax 316-942-9006, is the source to get the instructions to fabricate the main landing gear spring puller.
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CAUTION: Make sure to be careful when the main gear spring is removed. This will help prevent damage to the landing gear during the removal process. CAUTION: Make sure that the force applied by each jack is not more than 12 tons. This will help prevent damage to the equipment. CAUTION: Do not apply heat to the main gear to remove the main gear springs. If you do, you can damage the main gear. 1
Increase the hydraulic jack (load) pressure until the main gear spring is removed or until a maximum force of 12 tons is applied by both jacks.
WARNING: Make sure the jacks extend equally when you apply the force. This will help prevent injury to personnel and damage to the equipment. NOTE:
The maximum pressure for the recommended jacks is 5000 PSI.
a
If necessary, use spacers to extend the reach of the jacks while the main gear spring is removed. b If the main gear spring still does not move when the maximum pressure is applied, get in touch with Cessna Propeller Aircraft Product Support for assistance; (316) 517-5800 or Fax (316) 942-9006. 2 Make sure that the jacks, spacers and the main gear spring do not fall during the main gear spring removal. (22) If necessary, remove the attach trunnion. (a) If you cannot remove the attach trunnion, you will need to use a special tool (trunnion puller). NOTE: B.
Cessna Propeller Aircraft Product Support, (316) 517-5800 or Fax (316) 9429006, is the source to get a special tool or the instructions to fabricate the tool.
Install the Main Gear Spring (Refer to Figure 201 and Figure 202). (1) Examine for gouging, chafing or corrosion on the faying surfaces of the main gear spring and the center spring. (a) If gouging, chafing or corrosion is found, prepare the damaged area for measurement. Refer to Center Spring and Main Gear Spring Interface Area Inspection and Repair. (2) Clean the unpainted surfaces of the main gear spring and the center spring with isopropyl alcohol. (3) Make sure that the main gear spring interior and exterior unpainted surfaces, except for the faying surface with the center spring, have a layer of Type II corrosion-protection primer. (a) Fill and drain the interior of the main gear spring with Type II corrosion protection primer. (b) If necessary, apply a layer of Type II corrosion protection primer as a spray to the unpainted surfaces of the exterior of the main gear spring except for the faying surface with the center spring. (4) Make sure that the center spring interior unpainted surface, except for the faying surface with the main gear spring, has a layer of Type II corrosion protection primer. (a) Apply a layer of Type II corrosion-protection primer as a spray to the unpainted surfaces of the interior of the center spring except for the faying surface with the main gear spring. (5) Immediately before the installation of the main gear spring, axle fitting, attach trunnion and pin do the steps that follow. (a) Clean the faying surfaces with isopropyl alcohol. (b) Use a brush and apply a Type II corrosion protection primer to the faying surfaces, shaded areas shown in Figure 201.
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If necessary, install the attach trunnion wet on the wet center spring. NOTE:
(7) (8) (9)
The Type II corrosion-protection primer on the faying surface must be wet during the installation.
Make sure that the jack in the cargo pod and the complete assembly, including the attach trunnion and gear, is held in position. Make sure that the airplane is lifted sufficiently below the wings and at the jack point of the fuselage attach fitting to give clearance to install the pin in the attach trunnion. Twist and push the main gear spring to install it wet in the center spring. NOTE:
The Type II corrosion-protection primer on the faying surface must be wet during the installation.
(10) Align the attach holes for the pin. (11) Use a nonmetallic hammer to tap the pin wet through the aligned holes in the attach trunnion and the main gear spring. NOTE:
The Type II corrosion-protection primer on the faying surface must be wet during the installation.
(12) Install the bolt, washers and nut that hold the pin in the attach trunnion. (a) Torque the nut from 30 to 40 inch-pounds (3.4 to 4.5 N-m). (13) Use the jack in the cargo pod to lift the complete gear assembly (trunnion and gear) until the bearings touch the recesses in the fuselage attach fitting. (14) Use the bearing cap bolts to install the forward bearing cap. (a) Torque the bearing cap bolts from 770 to 950 inch-pounds (87 to 107 N-m). (15) Remove the jack in the cargo pod from the airplane. (a) If necessary, install the outboard bolts in the center spring cover. (16) Install the main gear strut cover on the side the main gear spring is to be removed. NOTE:
The main gear strut cover is in the cargo pod and outboard of the center spring cover.
(17) Use methyl n-propyl ketone (or equivalent) to clean the outside of the main gear spring. (18) Use Type 1, Class B-1/2 sealant and apply a fillet seal around the center spring at the attach trunnion. Refer to Chapter 20, Fuel, Weather and High-Temperature Sealing - Maintenance Practices. (19) Use Type 1, Class B-1/2 sealant and apply a fillet seal around the main gear spring at the center spring. Refer to Chapter 20, Fuel, Weather and High-Temperature Sealing - Maintenance Practices. (20) If removed, install the axle fitting wet on the main gear spring. NOTE:
The Type II corrosion protection primer on the faying surface must be wet during the installation.
(21) Use Type 1, Class B-1/2 sealant and apply a fillet seal around the main gear spring at the axle fitting. Refer to Chapter 20, Fuel, Weather and High-Temperature Sealing - Maintenance Practices. (22) Remove the jacks from below the wings. (23) Use the floor jack at the fuselage attach fitting to carefully lower the aircraft. (24) Remove the aircraft jack from the fuselage attach fitting. (25) Use the bearing cap bolts to install the aft bearing cap. (a) Remove the outboard bolt of the aft bearing cap. (b) Put the bearing cap in position. (c) Install the bearing cap bolts of the aft bearing cap. (d) Torque the bearing cap bolts from 770 to 950 inch-pounds (87 to 107 N-m). (26) Connect the brake line at the fuselage. (27) Install the clamps that attach the brake line to the main gear spring.
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MODEL 208 MAINTENANCE MANUAL (28) Connect the brake line fitting at the brake caliper. (29) Bleed the brake system. Refer to Wheels and Brakes - Maintenance Practices. (30) Install the main gear fairings. Refer to Main Gear Fairing Removal/Installation. 7.
8.
Main Gear Fairing Removal/Installation A.
Remove the Main Gear Fairing (Refer to Figure 202). (1) Remove the screws that attach the axle fitting fairing to the lower end of the main spring lower fairing. (2) Loosen the nuts and bolts that attach the axle fitting to the main gear spring. Refer to Figure 201. (3) Remove the axle fitting fairing from the airplane. (4) Remove the screws on the inboard split line of the main gear spring lower fairing. (5) Remove the main gear spring lower fairing from the airplane. (6) Remove the screws that attach the main gear spring upper fairing. (7) Remove the main gear spring upper fairing from the airplane. (8) Remove the gear-to-fuselage fairing screws and the screws on the lower split line of the gearto-fuselage fairing. (9) Remove the gear-to-fuselage fairing from the airplane. (10) Remove the bolts that attach the stiffeners to the belly of the airplane (208B only). (11) Remove the stiffeners from the airplane (208B only). (12) Remove the bolts and washers that attach the center spring cover and cover stiffeners, if applicable, to the belly of the airplane. (13) Remove the center spring cover and cover stiffeners, if applicable from the airplane.
B.
Install the Main Gear Fairing (Refer to Figure 202). (1) Put the center spring cover and cover stiffeners, if applicable, in position on the belly of the airplane. (2) Install the bolts and washers that attach the center spring cover and cover stiffeners, if applicable, to the belly of the airplane. (3) Put the stiffeners in position on the belly of the airplane (208B only). (4) Install the bolts that attach the stiffeners to the belly of the airplane (208B only). (5) Put the gear-to-fuselage fairing in position. (6) Install the gear-to-fuselage fairing screws and the screws on lower split line of the gear-tofuselage fairing to attach the gear-to-fuselage fairing. (7) Align the main gear spring upper fairing with the gear-to-fuselage fairing. (8) Install only the upper screw that attaches the gear-to-fuselage fairing to the main gear spring upper fairing. (9) Align the main gear spring lower faring with the main gear spring upper fairing. (10) Install the upper screws that attach the main gear spring upper fairing to the main gear spring lower faring. (11) Install the inboard screws that attach the main gear spring lower faring. (12) Put the axle fitting fairing in position with its slots behind the heads of the nuts and bolts that attach the axle fitting to the main gear spring. Refer to Figure 201. (13) Install the screws that attach the axle fitting fairing to the main gear spring lower faring. (14) Put the axle fitting fairing in position to remove the force on the main gear spring lower fairing. (15) Make sure that the axle fitting fairing slots are still in position behind the heads of the nuts and bolts that attach the axle fitting to the main gear spring. Refer to Figure 201. (a) Torque the nuts on the bolts that attach the axle fitting to the main gear spring. Refer to Torque Data - Maintenance Practices
Main Gear Axle Removal/Installation A.
Remove the Main Gear Axle (Refer to Figure 201). (1) Remove the main wheel. Refer to Wheels And Brakes - Maintenance Practices. (2) Remove the nuts and bolts that attach the torque plate and axle to the axle fitting.
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Main Landing Gear Fairing Installation Figure 202 (Sheet 1)
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CAUTION: Make sure to put a support below the brake caliper and torque plate. This will help prevent damage to the brake line. (3) B.
9.
Look at and record the initial position of the shim to make the camber check easier.
Install the Main Gear Axle. (1) Put the shim, axle and torque plate in position against the axle fitting. (a) Make sure that the position of the shim is the same as the initial position when it was removed. (2) Install the bolts, spacers, washers and nuts that attach the shim, axle and torque plate to the axle fitting. (a) Torque the nuts on the bolts that attach the axle and torque plate to the axle fitting. Refer to Torque Data - Maintenance Practices (3) Install the main wheel. Refer to Wheels And Brakes - Maintenance Practices. (4) Do a wheel camber check. Refer to Main Landing Gear - Adjustment/Test, Wheel Camber Check.
Main Landing Gear Spring Puller A.
Install the Main Landing Gear Spring Puller (Refer to Figure 201, Figure 203 and Table 201). (1) Remove the main wheel. Refer to Wheels And Brakes - Maintenance Practices. (2) Remove the main gear axle. Refer to Main Landing Gear - Maintenance Practices. (3) Remove the bolts, strap, plate (if applicable), washers and nuts that attach the axle fitting to the main gear spring. (4) Remove the axle fitting from the main gear spring. (5) Do all the steps of the main gear spring removal through the step to remove the pin from the attach trunnion. Refer to Main Gear Spring Removal/Installation. (6) Install the penetrating oil basin around the center spring and main gear spring joint. NOTE:
(a) (b) (c) (d) (e)
The penetrating oil basin procedure is optional. It can improve the main gear spring removal success rate. Cessna Propeller Aircraft Product Support, 316-517-5800 or Fax 316-942-9006, is the source to get the oil basin or the instructions to fabricate it.
Remove the sealant at the interface of the springs. Apply Type V Class E sealant to the mating surfaces of the oil basin halves. Refer to Chapter 20, Fuel, Weather and High-Temperature Sealing - Maintenance Practices. Put the oil basin in position around the joint. Install the bolts, washers and nuts that attach the oil basin to the springs. Apply Type V Class E sealant to the joints between the sides of the oil basin and the springs. Refer to Chapter 20, Fuel, Weather and High-Temperature Sealing - Maintenance Practices. NOTE:
(f) (g) (h) (i)
Make sure that the drain plug is installed in the lower side of the oil basin. If necessary, remove the fill plug and fill the oil basin with Kroil penetrating oil. Install the fill plug in the oil basin. Let the penetrating oil soak into the joint between the center spring and the main gear spring. NOTE:
(j)
(k)
The sealant will hold the penetrating oil in the oil basin.
If the penetrating oil soaks into the joint from 24 to 48 hours, it can improve the success rate for the main landing gear spring removal.
When it is time to remove the main gear spring, do the steps that follow: 1 Remove the drain plug from the oil basin. Drain the Kroil penetrating oil from the oil basin. 2 3 Install the drain plug in the oil basin. Remove the bolts, washers and nuts that attach the oil basin to the springs.
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Main Landing Gear Spring Puller Figure 203 (Sheet 1)
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(7)
(l) Remove the oil basin from the springs. (m) Clean the area around the joint. Install the main landing gear spring puller on the main gear spring. NOTE:
Cessna Propeller Aircraft Product Support, 316-517-5800 or Fax 316-942-9006, is the source to get the instructions to fabricate the main landing gear spring puller.
CAUTION: Make sure to be careful when the main landing gear spring puller is installed. This will help prevent damage to the main gear spring during the installation process. Put the support plate in position on the gear spring. Put the push plate in position on the gear spring. Align the plates of the spring puller on the floor. Loosely install the top spacer bolts, spacers and nuts (three places) in the spring puller. Put the spring puller in position on the gear spring. Loosely install the bottom spacer bolts, spacers and nuts (two places) in the spring puller. Loosely install the axle bolts and nuts (two places) in the spring puller. Install the puller in the spring puller. 1 Put the guard in position in the puller. 2 Put the puller with the guard in position between the plates of the spring puller. 3 Install the puller bolt and nut in the spring puller. a Torque the puller bolt from 40 to 60 foot pounds (54.2 to 81.3 N-m). (i) Tighten the spacer and axle bolts. 1 Torque the bolts from 15 to 25 ft lb (20.3 to 33.9 N-m) Put two similar hydraulic jacks in position between the push plate and the support plate.
(a) (b) (c) (d) (e) (f) (g) (h)
(8)
NOTE:
The correct position for the jacks between the plates is aligned with the marks on the plates.
(9) Connect both hydraulic jacks to the same pump. (10) If each jack can apply more than 12 tons of force, connect both jacks to the same pressure gage. NOTE: B.
This is the end of the main landing gear spring puller installation procedures. The puller can help during the main gear spring removal procedures.
Remove the Main Landing Gear Spring Puller (Refer to Figure 203). (1) If the gear spring is separated from the center spring and on the floor, do the steps that follow: (a) Remove the push plate and support plate from the gear spring. (b) Loosen the spacer and axle bolts. (c) Hold the puller and guard in position and remove the puller bolt and nut. (d) Remove the puller and guard from the spring puller. (e) Remove the axle bolts and nuts (two places) from the spring puller. (f) Remove the gear spring from the spring puller. (g) Hold the plates in position and remove the spacer bolts, spacers, and nuts (five places) from the spring puller. (2) If the gear spring is not separated from the center spring, do the steps that follow: (a) Remove the hydraulic jacks, if necessary. (b) Loosen the spacer bolts and axle bolts. (c) Hold the puller and guard in position and remove the puller bolt and nut. (d) Remove the puller and guard from the spring puller. (e) Remove the axle bolts and nuts (two places) from the spring puller. (f) Remove the spring puller from the gear spring. (g) Put the spring puller on the floor. (h) Remove the push plate and support plate from on the gear spring. (i) Hold the plates in position and remove the spacer bolts, spacers and nuts (five places) from the spring puller.
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Table 201. Main Landing Gear Spring Puller Parts Name
Number
Comments
Spacer Bolt
NAS464-8-86
5 Required
Spacer
2680002-6
5 Required
Spacer Nut
MS21245-L8
5 Required
Puller Bolt
NAS464-17-82
1 Required
Puller Nut
MS21245-L16
1 Required
Axle Bolt
NAS464-7-86
2 Required
Axle Nut
MS21245-L7
2 Required
Penetrating Oil Basin
T2680002-15
1 Required
Basin Plug
MS21913D8
2 Required
Basin Bolt
AN4-10A
4 Required
Basin Washer
NAS1149F0432P
8 Required
Basin Nut
AN315-4R
4 Required
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MAINTENANCE MANUAL MAIN LANDING GEAR - ADJUSTMENT/TEST 1.
2.
General A.
Correct main wheel alignment is important for maintaining tire wear within acceptable limits, and should be checked whenever excessive or abnormal wear is noted on tires.
B.
To correct alignment problems, special shims are utilized which change wheel camber. These shims are used in conjunction with Figure 501 and Figure 502 to produce correct camber under various airplane weights. These values are the sum of the values shown in the chart. Positive values will produce positive camber or toe-in. Negative values will produce negative camber or toe-out. Measurements are taken on wheel flange.
Wheel Toe-In Check A.
3.
Check Procedures (Refer to Figure 501). (1) Ensure airplane is sitting on a level surface. (2) Ensure tires are properly inflated. Refer to Chapter 12, Tires - Servicing. (3) Place main gear wheels on aluminum plates approximately 18.0 inches square. The plates should be resting on greased aluminum plates of the same dimension. (4) Establish airplane centerline on floor surface by dropping plumb bob line from center of forward jack point (located on forward nose gear drag link spring support) and from center of tail tiedown bracket (located on lower side of aft tail cone). Chalk a line on floor between two plumb bob points. (5) Using intersecting arc method, establish second line perpendicular to airplane centerline just forward of main gear tires and chalk line. (6) Using squares, wood blocks and long straightedge as shown in Figure 501, set up straightedge parallel to second chalk line just below level of axle nut. (7) Carefully roll airplane forward until tires just touch straightedge. (8) Place two marks on wheel flanges just below wheel nut level eleven inches apart. (9) Place carpenter's square against straightedge, just outboard of wheel flange marks, and determine dimensions X and Y. Toe-in (for one wheel) is the difference between the two dimensions (i.e. Y-X). Compare this dimension with the chart on Figure 501, Sheet 3. (10) If toe-in dimension is not within specified tolerance, determine from charts on Figure 501 which shim (or shim combination and shim orientation) will establish specified tolerance.
Wheel Camber Check A.
Wheel camber is measured by reading a protractor level held vertically against the outboard flanges of the wheel. Refer to Figure 501, Sheet 3 for camber check procedures and Figure 502 for a weight versus camber chart.
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26412003
Main Wheel Alignment Figure 501 (Sheet 1)
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0
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A22365
THIN 3 1
7 8 9 10 11 12 13 13A 13B 13C 13D NGAGE
1
AIR FILTER FIREWALL
9
DETAIL C AIRPLANES 20800001 THRU 20800143 AND 208B0001 THRU 208B0143
13D
13A 13B 1
DETAIL F DETAIL
AIRPLANES 20800222 AND ON AND 20800001 THRU 20800221 INCORPORATING CAB93-2
F
AIRPLANES 20800144 AND ON AND 20800001 THRU 20800143 INCORPORATING CAB90-14
AIRPLANES 208B0317 AND ON AND 208B0001 THRU 208B0316 INCORPORATING CAB93-2
AIRPLANES 208B0144 AND ON AND 208B0001 THRU 208B0143 INCORPORATING CAB90-14
C26141069 F26181101 F26181101A
Vacuum System Installation Figure 201 (Sheet 2)
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A22270
I.
'"l'
lIA 1
LOW-VACUUM WARNING SWITCH 13. 14.
15. 16. 17.
18.
a
r
tN
-re
I
TUBE NUT VACUUM RELIEF VALVE HOSE CLAMP LOCKNUT FILTER
GAGE
15 0
14
F
18 FIREWALL
\
13
16
1
AIR FILTER
17 7 8
9
DETAIL D
CROSS FITTING
CROSS ASSEMBLY
DETAIL F
DETAIL F
AIRPLANES 20800144 AND ON AND 20800001 THRU 20800143 INCORPORATING CAB90-14
AIRPLANES 20800222 AND ON AND 20800001 THRU 20800221 INCORPORATING CAB93-2
AIRPLANES 208B0144 AND ON AND 208B0001 THRU 208B0143 1NCORPORATING CAB90-14
AIRPLANES 208B0317 AND ON AND 208B0001 THRU 208B0316 INCORPORATING CAB93-2
D26141069 F2618110A
Vacuum System Installation Figure 201 (Sheet 3)
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A22271
19. 20. 21. 22. 23. 24. 25.
HORIZON GYRO HOSE FILTER BRACKET BOLT CLAMP CENTRAL AIR FILTER WASHER BOLT
ENT PANEL
GAGE
VACUUM RELIEF VALVE
NG
-22 -21
F
-23
FIREWALL EJECTOR
DETAIL
E
CROSS FITTING CROSS ASSEMBLY
'a/ DETAIL F
DETAIL F
AIRPLANES 20800144 AND ON AND 20800001 THRU 20800143 INCORPORATING CAB90-14
AIRPLANES 20800222 AND ON AND 20800001 THRU 20800221 INCORPORATING CAB93-2
AIRPLANES 208B0144 AND ON AND 208B0001 THRU 208B0143 INCORPORATING CAB90-14
AIRPLANES 208B0317 AND ON AND 208B0001 THRU 208B0316 INCORPORATING CAB93-2
E26141069 F26181101 F26181101A
Vacuum System Installation Figure 201 (Sheet 4)
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MAINTENANCE MANUAL
4.
Connecting Shop Air to Vacuum System NOTE:
5.
I I
Refer to Chapter 36, Pneumatic Distribution - Maintenance Practices, for procedures on connecting shop air to pneumatic system.
Vacuum Relief Valve Adjustment A.
Adjustment Procedures (Refer to Figure 201 ). (1) Start engine according to procedures outlined in the Pilot's Operating Handbook and FAA Approved Flight Manual. (2) With engine operating at 68% Ng, the suction gage should read 5.0 inches of mercury. (3) If not, adjust valve by straightening tabs on knurled lock nut (17) and making necessary adjustment to obtain desired reading. Clockwise rotation will increase vacuum, and counterclockwise rotation will decrease vacuum. (4) After adjusting, bend knurled locknut tabs up. (5) Shut down engine according to procedures outlined in the Pilot's Operating Handbook and FAA Approved Flight Manual.
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MODEL 208 MAINTENANCE MANUAL VACUUM INDICATING
-
MAINTENANCE PRACTICES
1.General A. This section provides a brief description of the components and instruments used to indicate vacuum; and removal/installation instructions for the various components. 2.
Description and Operation A.
The required components that provide an indication for operation of the vacuum system include Vacuum-Low warning switch, suction gage, Vacuum-Low warning annunciator light, horizon gyro indicator and directional gyro indicator. (1) The Vacuum-Low warning switch provides electrical activation for the annunciator light when suction is less than approximately 2.5 to 3.5 in. Hg. (2) The suction gage indicates in inches of mercury for the vacuum system. (3) The Vacuum-Low warning annunciator light may illuminate, warning the pilot of a possible Vacuum-Low condition. For annunciator lamp replacement, refer to Chapter 31, Master Warning and Annunciator Panel - Maintenance Practices. (4) The horizon indicator gyro indicates the pitch and roll flight attitude of the airplane in relationship to the earth. NOTE:
The horizon and directional gyro indicators represented in this chapter are standard equipment. Refer to Model 208 Avionic Installations Manual for alternate gyro systems used with 400B Autopilot and 400B IFCS installations.
(5) The directional gyro indicator displays the airplane heading when properly set to agree with the magnetic compass. 3.
4.
5.
Vacuum-Low Warning Switch Removal/installation (Model 208) A.
Remove Vacuum-Low Warning Switch (Refer to Figure 201). (1) Remove electrical leads (3) and tag for reinstallation. (2) Loosen clamp (2) and slide hose (1) from Vacuum-Low warning switch (4).
B.
Install Vacuum-Low Warning Switch (Refer to Figure 201). (1) Slip hose (1) over switch (4) and tighten clamp (2). (2) Install electrical leads (3) and remove tags.
Vacuum-Low Warning Switch Removal/installation (Model 208B) A.
Remove Vacuum-Low Warning Switch (Refer to Figure 201 ) (1) Remove electrical leads (3) and tag for reinstallation. (2) Loosen clamp (2) and slide hose (1) from Vacuum-Low warning switch (4).
B.
Install Vacuum-Low Warning Switch (Refer to Figure 201). (1) Replace electrical leads (3) and remove tags. (2) Slip hose (1) over switch (4) and tighten clamp (2).
Suction Gage Removal/installation A.
Remove Suction Gage (Refer to Figure 201). (1) Remove screws securing removable panel and slide the panel forward to gain access to the back of the suction gage. (2) Reach through opening and loosen clamps (6) and slide hoses (5) off gage (7). Loosen clamps (2) and remove Vacuum-Low warning switch (4). (3) Remove screws (8) and carefully remove suction gage through opening.
B.
Install Suction Gage (Refer to Figure 201 ). (1) Position suction gage through opening and secure to instrument panel using screws (8). (2) Slide hoses (5) over gage (7) and tighten clamps (6). Slide hose (1) over gage (7) and tighten clamps (2).
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18
DETAIL
C
AIPLANES 20800144 AND ON AND 20800001 THRU 20800143 INCORPORATING CAB90-1 4
C
AIRPLAN ES 208B01 44 AN D ON AND 208B0001 THRU 208B01 43 INCORPORATING CAB90-1 4
20 1 1.
DETAIL
C
AIRPLANES 20800222 AND ON AND 20800001 THRU 20800221 INCORPORATING CAB93-2 AIRPLANES 208B031 7 AND ON AND 208B0001 THRU 208B0316 INCORPORATING CAB93-2
2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
HOSE DETAIL A CLAMP AIRPLANES 20800007 THRU 20800083 ELECTRICAL LEADS LOW-VACUUM WARNING SWITCH 6 7 8 12 HOSE CLAMP SUCTION GAGE SCREW HOSE CLAMP 13 HORIZON GYRO SCREW SCREW DIRECTIONAL GYRO ULAMI-'~
HOSE TEE-FITTING
CROSS FITTINGA2
DETAILB LATER MODELS
2f3107002 5183011 5183010 Ba21 6181101 8181101lA C2
UNION CROSS ASSEMBLY
Vacuum System Components Installation Figure 201 (Sheet 2)
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18
DETAIL
C
AIPLANES 20800144 AND ON AND 20800001 THRU 20800143 INCORPORATING CAB90-1 4
C
AIRPLAN ES 208B01 44 AN D ON AND 208B0001 THRU 208B01 43 INCORPORATING CAB90-1 4
20 1 1.
DETAIL
C
AIRPLANES 20800222 AND ON AND 20800001 THRU 20800221 INCORPORATING CAB93-2 AIRPLANES 208B031 7 AND ON AND 208B0001 THRU 208B0316 INCORPORATING CAB93-2
2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
HOSE DETAIL A CLAMP AIRPLANES 20800007 THRU 20800083 ELECTRICAL LEADS LOW-VACUUM WARNING SWITCH 6 7 8 12 HOSE CLAMP SUCTION GAGE SCREW HOSE CLAMP 13 HORIZON GYRO SCREW SCREW DIRECTIONAL GYRO ULAMI-'~
HOSE TEE-FITTING
CROSS FITTINGA2
DETAILB LATER MODELS
2f3107002 5183011 5183010 Ba21 6181101 8181101lA C2
UNION CROSS ASSEMBLY
Vacuum System Components Installation Figure 201 (Sheet 2)
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MAINTENANCE MANUAL (3) Slide removable flight panel back against instrument panel and tighten screws. 6.
I 7.
Horizon Gyro Removal/installation A.
Remove Horizon Gyro (Refer to Figure 201). (1) Remove screws securing removable panel and slide panel forward to gain access to back of gyro (11). (2) Loosen clamps (10) and slide hoses (9) off gyro (11). (3) Remove screws (12) securing gyro to instrument panel and lift gyro from panel.
B.
Install Horizon Gyro (Refer to Figure 201). (1) Position gyro (11) in instrument panel and secure using screws (12). (2) Slide hoses (9) onto gyro (11) and tighten clamps (10). (3) Slide removable panel back against instrument panel and tighten screws. (4) (For airplanes equipped with KFC-225 autopilot.) If a new unit is installed or the unit is calibrated, do a system alignment. Refer to Introduction, the List of Manufacturers Technical Publications for the manufacturer's installation manual.
Directional Gyro Removal/installation A. Remove Directional Gyro (Refer to Figure 201). (1) Remove screws securing removable panel and slide panel forward to gain access to back of gyro (114). (2) Loosen clamps (15) and slide hoses (16) off gyro (14). (3) Remove screws (13) securing gyro to instrument panel and lift gyro from panel. B. Install Directional Gyro (Refer to Figure 201). (1) Position gyro (14) in instrument panel and secure using screws (13). (2) Slide hoses (16) onto gyro (14) and tighten clamps (15). (3) Slide removable panel back against instrument panel and tighten screws.
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MODEL 208
MAINTENANCE MANUAL (3) Slide removable flight panel back against instrument panel and tighten screws. 6.
I 7.
Horizon Gyro Removal/installation A.
Remove Horizon Gyro (Refer to Figure 201). (1) Remove screws securing removable panel and slide panel forward to gain access to back of gyro (11). (2) Loosen clamps (10) and slide hoses (9) off gyro (11). (3) Remove screws (12) securing gyro to instrument panel and lift gyro from panel.
B.
Install Horizon Gyro (Refer to Figure 201). (1) Position gyro (11) in instrument panel and secure using screws (12). (2) Slide hoses (9) onto gyro (11) and tighten clamps (10). (3) Slide removable panel back against instrument panel and tighten screws. (4) (For airplanes equipped with KFC-225 autopilot.) If a new unit is installed or the unit is calibrated, do a system alignment. Refer to Introduction, the List of Manufacturers Technical Publications for the manufacturer's installation manual.
Directional Gyro Removal/installation A. Remove Directional Gyro (Refer to Figure 201). (1) Remove screws securing removable panel and slide panel forward to gain access to back of gyro (114). (2) Loosen clamps (15) and slide hoses (16) off gyro (14). (3) Remove screws (13) securing gyro to instrument panel and lift gyro from panel. B. Install Directional Gyro (Refer to Figure 201). (1) Position gyro (14) in instrument panel and secure using screws (13). (2) Slide hoses (16) onto gyro (14) and tighten clamps (15). (3) Slide removable panel back against instrument panel and tighten screws.
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CHAPTER
WATER/WASTE
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES CHAPTER-SECTION-SUBJECT
PAGE
DATE
38-Title 38-Record of Revisions 38-Record of Temporary Revisions 38-00-00
Page 1
Aug 1/1995
38-30-01
Pages 201-202
Aug 1/1995
38 - LIST OF EFFECTIVE PAGES © Cessna Aircraft Company
Page 1 of 1 Jan 3/2005
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Date Inserted
Date Removed
Page Number
Revision Number
Date Inserted
Date Removed
Page Number
RECORD OF TEMPORARY REVISIONS Temporary Revision Number
Page Number
Issue Date
By
Date Removed
By
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CONTENTS WATER/WASTE - GENERAL .........
............................................
Scope ..................................................................... Tools, Equipment and Materials .............................................. Definition ................................................................... RELIEF TUBE - MAINTENANCE PRACTICES ..................................... General .................................................................... Tools, Equipment and Materials .............................................. Relief Tube Assembly Removal/Installation.................................... Relief Tube Servicing and Cleaning...........................................
38-00-00 38-00-00 38-00-00 38-00-00 38-30-01 38-30-01 38-30-01 38-30-01 38-30-01
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Page Page Page Page
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1 1 1 1
201 201 201 201 201
Page 1 of 1 Jan 3/2005
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL WATER/WASTE - GENERAL 1.
Scope A.
2.
This chapter contains information on the systems used to dispose of waste.
Tools, Equipment and Materials NOTE:
Equivalent substitutes may be used for the following items:
NAME
NUMBER
MANUFACTURER
USE
Liquid Detergent
Commercially Available
To cleean relief tube assembly mbly after use.
Lysol
Commercially Available
To dis infect relief tube assembly mbly after use.
3.
Definition A.
This chapter provides removal, installation and cleaning instructions for the optional relief tube mounted in the aft cargo area.
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MODEL 208
MAINTENANCE MANUAL RELIEF TUBE - MAINTENANCE PRACTICES 1.
General A.
2.
Tools, Equipment and Materials A.
3.
Airplanes may be equipped with an optional relief tube, located in the right side panel of the aft cargo area. The relief tube vents liquid waste overboard through a venturi tube in the outer skin. This section covers removal, installation and servicing of the relief tube.
For a list of required tools, equipment and materials, refer to Water/Waste - General.
Relief Tube Assembly Removal/Installation A.
Remove Relief Tube Assembly (Refer to Figure 201). (1) Remove access plate located in floorboard adjacent to relief tube storage compartment. (2) Remove clamp (4) that secures hose (3) to drain assembly (5) located in skin. (3) Open compartment door and lift cup (1) and hose (3) out. (4) Detach tie (2) securing hose (3) to cup (1). (5) Loosen clamp (4) on airplanes without cargo pod to remove complete hose. NOTE:
B.
Install Relief Tube Assembly (Refer to Figure 201). (1) Attach hose (3) to cup (1) using tie (2). (2) Route hose (3) through hole in relief tube storage compartment. (3) Attach hose (3) to drain assembly (5) using clamp (4). (4) Reinstall access plate in floorboard. NOTE:
4.
On airplane with a cargo pod, clamp (7) secured by screw (8), washer (9), and nut (10) must be loosened, and clamp (4) must be loosened by gaining access thru the adjacent cargo compartment door in order to completely remove the hose (3).
On airplane with a cargo pod, complete items (1) and (2) and then route hose thru clamp (7), grommet (6) and attach to drain assembly (5) with clamp (4). Secure clamp (4) by tightening screw (8), washer (9) and nut (10). Close cargo compartment door.
Relief Tube Servicing and Cleaning A.
After relief tube assembly has been used, rinse cup (1) and hose (3) thoroughly with a warm watermild detergent solution. Treat with a commercially available disinfectant (Lysol or equivalent). Allow cup to dry completely before using.
B.
Periodically (unconditional monitoring), the relief tube assembly and hose should be removed and thoroughly scoured with water-soap solution, then rinsed, and then treated with a commercially available disinfectant (Lysol or equivalent). NOTE:
If the airplane is to be stored or parked for an extended period of time, then the relief tube should be thoroughly cleaned and sterilized to prevent bacterial growth.
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MODEL 208 MAINTENANCE MANUAL A777Cf AtOJ~ 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.
RELIEF TUBE CUP TIE HOSE CLAMP DRAIN ASSEMBLY GROMMET CLAMP SCREW WASHER NUT BRACKET SCREW WASHER NUT
1
3
J o o
LONGERON ASSEMBLY
4
)
3
7
10 14
DETAIL A FOR CARGO POD AIRPLANES ONLY
26143014 A26142021
Relief Tube Installation Figure 201 (Sheet 1)
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CHAPTER
STANDARD PRACTICES STRUCTURES
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MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES CHAPTER-SECTION-SUBJECT
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DATE
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51 -11-00
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Decl1/2006
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51 -Title 51 -List of Effective Pages 51 -Record of Temporary Revisions 51 -Table of Contents
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LIST OF EFFECTIVE PAGES
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Page Number
Issue Date
By
Date Removed
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MODEL 208
MAINTENANCE MANUAL
CONTENTS STRUCTURES - GENERAL............................ Scope.................................... Definition .................................. CORROSION - DESCRIPTION AND OPERATION.................. General................................... Types of Corrosion.............................. Typical Corrosion Areas ........................... Corrosion Detection ............................. Corrosion Repair...............................
51 -00-00 Page 1 51 -00-00 Page 1 51 -00-00 Page 1
CORROSION SEVERITY MAPS - DESCRIPTION AND OPERATION......... General...................................
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CONTENTS
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1 1 1 2 5 5
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL STRUCTURES - GENERAL 1.
Scope A.
2.
This chapter provides a description of general airplane structures and corrosion characteristics. For repair of structural members and repair techniques used throughout the airplane, refer to the Model 208 Series Structural Repair Manual.
Definition A.
This chapter is divided into two sections briefly described below. (1) The section on structures provides an overall description of the airplane structure and methods of construction used on the airplane. (2) The section on corrosion provides a general description of corrosion characteristics, types of corrosion and typical corrosion areas.
51-00-00 © Cessna Aircraft Company
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Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL CORROSION
-
DESCRIPTION AND OPERATION
General A. Corrosion is a natural phenomenon which destroys metal by chemical or electrochemical action and converts it to a metallic compound such as an oxide, hydroxide, or sulfate. All metals used in airplane construction are subject to corrosion. Attack may take place over an entire metal surface or it may be penetrating in nature, forming deep pits. It may follow grain boundaries or it may penetrate a surface at random. Corrosion may be accentuated by stress from external loads or from lack of homogeneity in the metallic structure or from improper heat treatment. It is promoted by contact between dissimilar metals or with materials which absorb moisture, such as rubber, felt, dirt, salt, etc.. B.
Corrosion can take many diff erent forms, and the corrosion resistance of materials used in the airplane can drastically change with only small environmental changes. Corrosion is often thought of as a slow process; however, some forms of corrosion can occur very quickly, in days or even hours. Airplanes exposed to salt air, heavy atmospheric industrial pollution, warm humid environments and/or over water operations will require more stringent corrosion prevention and control programs than airplanes operated in dry environments.
C.
Maintenance of the airplane primary coatings as specified in Chapter 20, Standard Practices Airframe, combined with a constant cycle of cleaning, inspection, preservation and lubrication appropriate to the operational environment, must be incorporated by the operator to prevent corrosion. The basics of a corrosion prevention and control program consists of the following: (1) Personnel trained in the conditions, detection, identification, cleaning, treatment, and preservation for corrosion. (2) Adequate inspection intervals for detecting corrosion appropriate to the environment. (3) Airplane washing with clean water on regularly scheduled intervals. (4) Keeping drain holes and passages clear and open. (5) Prompt maintenance and repair of the primary coatings as specified in Chapter 20, Standard Practices - Airframe. (6) Prompt corrosion treatment after detection. (7) Inspection and replication of corrosion inhibitive compounds on a scheduled basis. (8) Use of appropriate materials, equipment, and technical publications. NOTE:
2.
For additional general information on corrosion, treatment, repair, damage limits, and corrosion control, refer to FAA Advisory Circular No. 43-4A. For specific information, refer to the 208 Series Structural Repair Manual.
Types of Corrosion A.
Electrochemical Corrosion (1) Refer to Figure 1 for an illustration of electrochemical corrosion. The following conditions must exist for electrochemical corrosion to occur. (a) There must be a metal that corrodes and acts as the anode. (b) There must be a less corrodible metal that acts as the cathode. (c) There must be a continuous liquid path between the two metals which acts as the electrolyte, usually condensation and salt or other contaminations. (d) There must be a conductor to carry the flow of electrons from the cathode to the anode. This conductor is usually in the form of a metal-to-metal contact (rivets, bolts, welds, etc.). (2) The elimination of any one of the four conditions described above will stop the corrosion reaction process. (3) One of the best ways to eliminate one of the four described conditions is to apply an organic film (such as paint, grease, plastic, etc.) to the surface of the metal affected. This will prevent the electrolyte from connecting the cathode to the anode, and current cannot flow, therefore, preventing corrosion reaction. (4) At normal atmospheric temperatures, metals do not corrode appreciably without moisture, but the moisture in the air is usually enough to start corrosive action.
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MODEL 208 MAINTENANCE MANUAL
B.
C.
D.
E.
F.
G.
3.
(5) The initial rate of corrosion is usually much greater than the rate after a short period of time. This slowing down occurs because of the oxide film that forms on the metals surface. This film tends to protect the metal underneath. (6) When components and systems constructed of many different types of metals must perform under various climatic conditions, corrosion becomes a complex problem. Salt on metal surfaces (from sea coast operation) greatly increases the electrical conductivity of any moisture present and accelerates corrosion. (7) Other environmental conditions which contribute to corrosion are: (a) Moisture collecting on dirt particles. (b) Moisture collecting in crevices between lap joints, around rivets, bolts and screws. Direct Surface Attack - The most common type of general surface corrosion results from direct reaction of a metal surface with oxygen in the atmosphere. Unless properly protected, steel will rust and aluminum and magnesium will form oxides. The attack may be accelerated by salt spray or salt bearing air, industrial pollutants or engine exhaust. Pitting - While pitting can occur in any metal, it is particularly characteristic of passive materials, such as the alloys of aluminum, nickel and chromium. It is first noticeable as a white or gray powdery deposit similar to dust, which blotches the surface. When the deposits are cleaned away, tiny pits can be seen in the surface. Dissimilar Metal Corrosion - When two dissimilar metals are in contact and are connected by an electrolyte (continuous liquid or gas path), accelerated corrosion of one of the metals occurs. The most easily oxidized surface becomes the anode and corrodes. The less active member of the couple becomes the cathode of the galvanic cell. The degree of attack depends on the relative activity of the two surfaces; the greater the difference in activity, the more severe the corrosion. Relative activity in descending order is as follows: (1) Magnesium and its alloys. (2) Aluminum alloys 11 00, 3003, 5052, 6061, 220, 355, 356, cadmium and zinc. (3) Aluminum alloys 2014, 2017, 2024, 7075 and 195. (4) Iron, lead and their alloys (except stainless steel). (5) Stainless steels, titanium, chromium, nickel, copper, and their alloys. (6) Graphite (including dry film lubricants containing graphite). Intergranular Corrosion - Selective attack along the grain boundaries in metal alloys is referred to as intergranular corrosion. It results from lack of uniformity in the alloy structure. It is particularly characteristic of precipitation-hardened alloys of aluminum and some stainless steels. Aluminum extrusions and forgings in general can contain nonuniform areas which, in turn can result in galvanic attack along the grain boundaries. When the attack is well advanced, the metal can blister or delaminate and cause exfoliation. Stress Corrosion - This results from the combined eff ect of static tensile stresses applied to a surface over a period of time. In general, cracking susceptibility increases with stress, particularly at stresses approaching the yield point; and with increasing temperature, exposure time and concentration of corrosive ingredients in the surrounding environment. Examples of parts which are susceptible to stress corrosion cracking are aluminum alloy bellcranks employing pressed-in taper pins, landing gear shock struts with pipe thread type grease fittings, clevis joints and shrink fits. Corrosion Fatigue - This is a type of stress corrosion resulting from the cyclic stresses on a metal in corrosive surroundings. Corrosion may start at the bottom of a shallow pit in the stressed area. Once attack begins, the continuous flexing prevents repair of protective surface coating or oxide films and additional corrosion takes place in the area of stress.
Typical Corrosion Areas A. This section lists typical areas of the airplane which are susceptible to corrosion. These areas should be carefully inspected at periodic intervals to detect corrosion as early as possible. (1) Engine Exhaust Trail Areas. (a) Gaps, seams and fairings on the lower right side of the fuselage, aft of the engine secondary exhaust stack, are typical areas where deposits may be trapped and not reached by normal cleaning methods.
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MODEL 208
MAINTENANCE MANUAL
A22264
SIMPLIFIED CORROSION CELL
UNBROKEN PAINT FILM NO CONTACT BETWEEN ELECTROLYTE AND ANODE AND CATHODE
C.
CORROSION ELIMINATION BY APPLICATION OF ORGANIC FILM
26821017
Corrosion Identification Figure 1 (Sheet 1)
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL (b) Around rivet heads, skin laps and inspection covers on the airplane lower fuselage, aft of the engine secondary exhaust stack, should be carefully cleaned and inspected. (2) Battery Box and Battery Vent Opening. (a) The battery, battery cover, battery box and adjacent areas, especially areas below the battery box where battery electrolyte may have seeped, are particularly subject to corrosive action. If spilled battery electrolyte is neutralized and cleaned up at the same time of spillage, corrosion can be held to a minimum by using a weak boric acid solution to neutralize the battery electrolyte (ni-cad battery) or baking soda solution to neutralize the lead acid type battery electrolyte. If boric acid or baking soda is not available, flood the area with water. (3) Steel Control Cables (Including Stainless Steel). (a) Checking for corrosion on control cables is normally accomplished during the preventative maintenance check. During preventative maintenance, broken wire and wear of the control cable is also checked. (b) If the surface of the cable is corroded, carefully force the cable open by reverse twisting and visually inspect the interior. Corrosion on the interior strands of the cable constitutes failure and the cable must be replaced. If no internal corrosion is detected, remove loose external rust and corrosion with a clean, dry, coarse-weave rag or fiber brush. NOTE:
Do not use metallic wools or solvents to clean installed cables. Use of metallic wool will embed dissimilar metal particles in the cables and create further corrosion. Solvents will remove internal cable lubricant, allowing cable strands to abrade and further corrode.
(c) After thorough cleaning of the exterior cable surface, apply a light coat of lubricant (VV-L800) to the external cable surface. (4) Piano-Type Hinges. (a) The construction of piano-type hinges forms moisture traps as well as dissimilar metal corrosion between the steel hinge pin and the aluminum hinge. Solid film lubricants are often applied to reduce corrosion problems. (b) Care and replacement of solid film lubricants require special techniques peculiar to the specific solid film being used. Good solid film lubricants conform to Specification MIL-L23398D. 1 Solid film lubricants prevent galvanic coupling on close tolerance fittings and reduce fretting corrosion. Surface preparation is extremely important to the service/wear life of solid film lubricants. 2 Solid film lubricants are usually applied over surfaces precoated with other films such as anodize and phosphate. They have been successfully applied over organic coatings such as epoxy primers.
CAUTION: Solid film lubricants that contain graphite, either alone or in mixture with any other lubricants, may not be used since graphite is cathodic to most metals and will cause dissimilar corrosion in the presence of electrolytes. (5) Steel Components. (a) The red oxide (rust) will not protect the underlying base metal unlike some other metal oxides. The presence of rust actually promotes additional attack by attracting moisture from the air and acting as a catalyst in causing additional corrosion to take place. Light red rust on bolt heads, hold-down nuts, and other nonstructural hardware is generally not dangerous. However, it is indicative of a general lack of maintenance and possible attack in more critical areas, such as highly stressed landing gear components and flight surface
© Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL actuating components. When paint failures occur or mechanical damage exposes highly stressed steel surfaces to the atmosphere, even small amounts of rusting are potentially dangerous and must be removed.
(6)
4.
If rust is detected on non highly stressed steel surfaces, refer to Chapter 20-31 00, Interior and Exterior Finish - Cleaning/Painting, and Chapters 51 -10-00 and 51 -11-00 of the 208 Series Structural Repair Manual for removal and treatment procedures.
NOTE:
The main landing gear legs, center tube, and nose gear drag link spring are highly stressed components with shot peened surfaces. Refer to Chapter 32, Main Landing Gear - Cleaning and Painting, for instructions on rust removal and treatment of these components.
Internal Fuel Tanks. (a) The internal fuel tanks have the same primary coatings as the other aluminum skins used on the airplane. If fuel contamination isdetected or suspected, the internal fuel bays should be inspected for damage to the primary coatings. Repair the coatings in accordance with Chapter 28, Fuel Tanks - Maintenance Practices.
Corrosion Detection A.
5.
NOTE:
The primary means of corrosion detection is visual, but in situations where visual inspection is not feasible, other techniques must be used. The use of liquid dye penetrant, magnetic particle, X-ray and ultrasonic devices can be used, but most of these sophisticated techniques are intended for the detection of physical flaws within metal objects rather than the detection of corrosion. (1) Visual Inspection. A visual check of the metal surface can reveal the signs of corrosive attack, the most obvious of which is a corrosive deposit. Corrosion deposits of aluminum or magnesium are generally a white or grayish white powder, while the color of ferrous compounds varies from red to dark reddish brown. (a) The indications of corrosive attack are small, localized discolorations of the metal surface. Surfaces protected by paint or plating may only exhibit indications of more advanced corrosive attack by the presence of blisters or bulges in the protective film. Bulges in lap joints are indications of corrosive buildup which is well advanced. (b) In many cases the inspection area is obscured by structural members, equipment installations or, for other reasons, are and is awkward to check visually. In such cases, mirrors, borescope or similar devices can be used to inspect the obscured areas. Any means which allows a thorough inspection can be used. Magnifying glasses are valuable aids for determining whether or not all corrosion products have been removed during cleanup operations. (2) Liquid Dye Penetrant Inspection. Inspection for large stress-corrosion or corrosion fatigue cracks on nonporous or nonferrous metals may be accomplished using dye penetrant processes. The dye applied to a clean metallic surface will enter small openings or cracks by capillary action. After the dye has an opportunity to be absorbed by any surface discontinuity, the excess dye is removed and a developer is applied to the surface. The developer acts like a blotter and draws the dye from cracks or fissures back to the surface, giving visible indication of any fault that is present on the surface. The magnitude of the fault is indicated by the quantity of dye brought back to the surface by the developer.
Corrosion Repair NOTE:
When corrosion is detected, refer to the 208 Series Structural Repair Manual for damage limits, repair, treatment, and preservation information.
51 -1 1-00 ©Cessna Aircraft Company
Page 5 Dec 1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL CORROSION SEVERITY MAPS - DESCRIPTION AND OPERATION 1.
General A. B.
This section contains maps which define the severity of potential corrosion on airplane structure. Corrosion severity zones are affected by atmospheric and other climatic factors. The maps provided in this section are for guidance when determining types and frequency of required inspections and other maintenance. Refer to Figure 1, Figure 2, Figure 3, Figure 4, Figure 5, Figure 6.
51-12-00 © Cessna Aircraft Company
Page 1 May 5/2003
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL A27579
CORROSION SEVERITY LEGEND
WLMODERATE ...
SEVERE
North America Corrosion Severity Map Figure 1 (Sheet 1)
51-12-00 © Cessna Aircraft Company
Page 2
May 5/2003
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A27651
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51-12-00 © Cessna Aircraft Company
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May 5/2003
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A27659
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CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A27661
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51-12-00 © Cessna Aircraft Company
Page 5
May 5/2003
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A27662
Dublin
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Europe and Asia Minor Corrosion Severity Map Figure 5 (Sheet 1)
51-12-00 © Cessna Aircraft Company
Page 6
May 5/2003
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL A276e0
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51-12-00 © Cessna Aircraft Company
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May 5/2003
CHAPTER
DOORS
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES CHAPTER-SECTION-SUBJECT
PAGE
DATE
52-Title 52-List of Effective Pages 52-Record of Temporary Revisions 52-Table of Contents Sepl1/2000
52-10-00
Page 1 Page 1
52-11-00
Pages 201-205
Aug 1/1 995
52 12-00
Pages 201 -213
Mar 3/1 997
52-3 1-00
Pages 201 -212
Mar 1/2000
52-32-00
Pages 201 -206
Decl1/2006
52-34-00
Pages 201 -202
Aug 1/1 995
52-6 1-00
Pages 201 -202
Aug 1/1 995
52-7 1-00
Pages 101 -103
Aug 1/1 995
52-71 -00
Pages 201 -203
Mar 1/1 999
52-00-00
Aug 1/1 995
52 - LIST OF EFFECTIVE PAGES ©Cessna Aircraft Company
Page 1of 1 Decl1/2006
RECORD OF TEMPORARY REVISIONS Temporary Revision Number
Page Number
Issue Date
By
Date Removed
By
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
CONTENTS DOORS - GENERAL ............................... Scope.................................... Tools, Equipment and Materials........................ Definition ..................................
52-00-00 52-00-00 52-00-00 52-00-00
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PASSENGER AND CREW DOORS - DESCRIPTION AND OPERATION........ Crew Doors Description and Operation..................... Passenger Doors Description and Operation (Model 208 and 208B Passenger)..
52-10-00 Page 1 52-10-00 Page 1 52-10-00 Page 1
CREW DOORS - MAINTENANCE PRACTICES................... General................................... Tools, Equipment and Materials........................ Crew Door Removal/installation........................ Crew Doors Latching Mechanism Removal/Installation ............. Crew Door Seals Installation ......................... PASSENGER DOORS - MAINTENANCE PRACTICES................ General................................... Upper Passenger Door Removal/installation .................. Upper Passenger Door Latching Mechanism Removal/installation ........ Lower Passenger Door Removal/Installation .................. Passenger Door Step Disassembly/Assembly ................. Passenger Entry Door Step Assembly Removal/Installation ........... Lower Passenger Door Latching Mechanism Removal/Installation ........ Upper and Lower Passenger Doors Adjustment/Test .............. Gas Spring/Upper Door Test Procedure .................... Passenger Door Seals Removal/Installation .................. Door Seal Cleaning .............................
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CARGO DOOR - MAINTENANCE PRACTICES................... General................................... Upper Cargo Door Removal/Installation .................... Upper Cargo Door Latching Mechanism Removal/Installation .......... Lower Cargo Door Removal/Installation .................... Lower Cargo Door Latching Mechanism Removal/installation .......... Upper and Lower Cargo Doors Adjustment/Test................. Gas Spring Cylinder Disposal......................... Gas Spring/Upper Door Test Procedure ....................
52-31 -00 52-31 -00 52-31 -00 52-31 -00 52-31 -00 52-31 -00 52-3 1-00 52-31 -00 52-31 -00
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IN-FLIGHT MOVABLE (ROLL- UP) DOOR - MAINTENANCE PRACTICES....... Description ................................. Operation.................................. Upper and Lower Door Removal/Installation .................. Upper and Lower Door Adjustment/Test .................... Side-Mounted Drive Assembly Removal/Installation............... Bottom-Mounted Drive Assembly Removal/Installation ............. Bottom-Mounted Drive Assembly Motor Removal/Installation...........
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AIR DEFLECTOR - MAINTENANCE PRACTICES.................. General................................... Upper Cargo Door Removal/installation .................... Air Deflector Removal/installation .......................
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CREW DOOR ENTRANCE STEPS - MAINTENANCE PRACTICES.......... General................................... Crew Door Step Assembly Removal/Installation................. Crew Door Step Disassembly/Assembly .................... Safety Walk Replacement ..........................
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL DOOR WARNING - TROUBLESHOOTING ..................... General................................... DOOR WARNING - MAINTENANCE PRACTICES.................. Description and Operation .......................... Passenger and Cargo Door Warning Switches Adjustment/Test .........
© Cessna Aircraft Company
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52 - CONTENTS
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL DOORS - GENERAL 1.
Scope A.
2.
Three entry doors, one cargo door, or an optional in-flight movable door are provided for pilot, passengers, and cargo loading and unloading. A single piece entry door for pilot is located on forward left side of fuselage, and an opposite door for front seat passenger is located on forward right side of fuselage. The primary passenger loading and unloading door, located just aft of wing on right side of fuselage, is a two-piece air-stair type door. Cargo loading is accomplished through a large two-piece door on left side of fuselage. Steps that fold and stow just inside left crew door are provided for crew to enter and exit airplane. Optional right crew door steps are available. A door open warning system is also provided as a safety feature. If upper cargo door or upper passenger/air-stair door is not properly latched, a red light, labeled DOOR WARNING, located in annunciator panel, illuminates to alert the pilot.
Tools, Equipment and Materials NOTE:
Equivalent Substitutes may be used for the listed items:
NAME
NUMBER
MANUFACTURER
USE
Scale
5W587
A Grainger V. W., Inc. Grainger Division 2227 Clark Street St. Louis, MO 63107
Test gas spring.
Adhesive
EC-1300L
3M Company St. Paul, MN 55101
To bond door seal corners to door.
Adhesive
RTV-157 Gray
General Electric Waterford, NY
To bond door seals to door.
Commercially Available
Cleaning bonding surfaces and seals.
Methyl n-Propyl Ketone 3.
Definition A.
This chapter is divided into sections to aid maintenance personnel in locating information. Consulting the Table of Contents will further assist in locating a particular subject. A brief description of the sections follows: (1) The section on passenger and crew doors provides a description of components and maintenance practices. (2) The section on cargo door provides a description of components and maintenance practices. (3) The section on roll up door provides a description of components and maintenance practices. (4) The section on air deflector provides a description of components and maintenance practices. (5) The section on door warning provides troubleshooting and maintenance practices.
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MODEL 208 MAINTENANCE MANUAL PASSENGER AND CREW DOORS - DESCRIPTION AND OPERATION 1.
Crew Doors Description and Operation A.
2.
The single piece left crew entry door incorporates a conventional outside door handle, a key operated door lock, a conventional inside door handle, a pull knob to override key lock from inside, and a vent window that opens. The opposite crew entry door on right side is same as left crew door except it does not have vent window or key operated door lock. The right crew door has a manually operated inside door lock. To open either crew door from outside airplane, rotate handle down and forward to OPEN position. To close door from inside airplane, use conventional door handle and door pull. The inside door handle is a three position handle with OPEN, CLOSED, and LATCHED positions. Place handle in CLOSE position and pull door shut, then rotate handle forward to LATCHED position. When handle is rotated to latched position, an over center action will hold it in that position. To lock crew entry doors when leaving airplane, lock right crew door with manually operated door lock, close left crew door and using key, lock the door. To override left crew door from inside airplane, pull and rotate knob located above inside door handle. A folding step attached to floorboard inside left crew door opening, rotates out and unfolds to assist crew entry. The step folds and stows just inside left crew door when not in use.
Passenger Doors Description and Operation (Model 208 and 208B Passenger) A. The passenger entry door consists of an upper and lower section. When opened, the upper section swings upward and the lower section drops down, exposing steps for entry into the airplane. The upper door incorporates a conventional exterior door handle with a separate key operated lock, a pushbutton type exterior door release, and a conventional interior door handle. Two gas spring cylinders are utilized to lift upper door to full open position. The lower door utilizes a flush handle which is accessible from either inside or outside the airplane. This handle is designed so when the upper door is closed, the handle cannot be rotated to the open position. The lower door also utilizes door support cables and two gas spring cylinder dampeners. A cabin door open warning system is provided so if the upper is not completely latched, a red light, labeled DOOR WARNING, located on the annunciator panel, illuminates to alert the pilot.
WARNING: Outside proximity of lower door must be clear before opening. B.
C.
To enter the airplane through passenger entry door, depress exterior pushbutton door release, rotate exterior door handle on upper door section counterclockwise to open position, and raise upper door section to over center position. Following this action, the gas spring cylinders automatically raises door to full up position. After upper door section is open, release lower door section by pulling up on inside door handle and rotating to open position. Lower the door section until it is supported by door support cables. the door steps deploy automatically from their stowed position. To close passenger entry door from inside airplane, use support cables to pull lower door section up, then latch lower door section by rotating inside door handle forward to CLOSE position. Using pull strap, close upper door section and latch by rotating inside handle counterclockwise. Then snap handle into its locking receptacle.
WARNING: Outside proximity of lower door must be clear before opening. D.
To exit airplane through passenger door, pull inside door handle on upper door section from its locking receptacle, and then rotate handle clockwise to vertical position. Push door outward to overcenter position, then gas spring cylinders will automatically raise the door to full up position. Next, rotate door handle on lower door section up and aft to OPEN position, and push door outward. The gas spring cylinder dampeners lower door to fully open position, and integral steps will deploy.
E.
To close passenger entry door from outside airplane, close and latch lower door section by rotating inside handle down and forward to CLOSE position. Then close upper door section and latch by rotating outside door handle clockwise to horizontal (LOCKED) position. Use key operated door lock to lock the door.
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MODEL 208 MAINTENANCE MANUAL CREW DOORS - MAINTENANCE PRACTICES 1.
General A.
2.
Tools, Equipment and Materials A.
3.
This section provides maintenance practices, test procedures, and removal/installation for crew doors.
For a list of required tools, equipment and materials, refer to Doors - General.
Crew Door Removal/Installation A.
Remove Crew Doors (Refer to Figure 201). (1) Disconnect oxygen line from outlet above door; disconnect microphone cable from jack on instrument panel; remove line from clips along doorpost; remove oxygen mask from pocket on the door. Refer to Chapter 35. (2) With crew door open and door supported, remove cotter pins (7) and washers (6) from upper and lower hinges (3). (3) Remove hinge pins (2) from upper and lower hinges (3). (4) Remove crew door from airplane.
B.
Install Crew Doors (Refer to Figure 201 ). (1) Align crew door (8) to hinges (3). (2) Install hinge pins (2), washers (6), and cotter pins (7). (3) Connect oxygen line in outlet above door, then install line in clips along doorpost, and put oxygen mask in pocket on door. Connect microphone cable in jack on instrument panel. NOTE:
4.
5.
Normal gap between door rails and jamb is 0.45 inch.
Crew Doors Latching Mechanism Removal/Installation A.
Remove Crew Doors Latching Mechanism (Refer to Figure 201 ). (1) Remove roll pin (43) and inside door handle (42). (2) Remove washer (46). (3) Remove screws (63) and escutcheon (62). (4) Remove knob (61) on left crew door or knob (38) on right crew door. (5) Remove window trim and door upholstery panel by removing screws. (6) Remove four screws (21). (7) Remove two screws (40) and spacers (37). (8) Remove support (22). (9) If further disassembly is required, refer to Figure 201.
B.
Install Crew Doors Latching Mechanism (Refer to Figure 201 ). (1) Position support (22) install two spacers (37) and two screws (40). (2) Install four screws (21) to secure support (22). (3) Install door upholstery panel and window trim moulding. (4) Install knob (61) on left crew door or knob (38) on right crew door. (5) Install escutcheon (62) using two screws (63). (6) Install washer (46). (7) Position inside door handle (42) and secure with roll pin (43).
Crew Door Seals Installation A.
For procedures to install crew door seals, refer to Passenger Doors - Maintenance Practices, Passenger Door Seals Installation.
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A22235
26141054
Crew Door Installation Figure 201 (Sheet 1)
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MAINTENANCE MANUAL
A22236
I
8
I
3
10
(NOTE) 20
9
11
EA (NOTE) (NOTE)
11 (NC
.-. -
ETAIL A ,
,
. _
16 NOTE:
AIRPLANES 20800001 THRU 20800131 AND 208B0001 THRU 208B0054
1. 2. 3. 4. 5. 6. 7. 8. 9.
10.
SCREW PIN HINGE WASHER NUT WASHER COTTER PIN LEFT CREW DOOR SEAL SCREW
11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
CLIP NUT WASHER PLATE CLIP SCREW SCREW (NOTE) WASHER (NOTE) SPACER (NOTE) STRAP (NOTE) A26142048
Crew Door Installation Figure 201 (Sheet 2)
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AA . _A
A
47A 49
22 62 63 78
76
C
68
42
73 LEFT CREW DOOR
DETAIL B 24. 25. 26. 27. 27A. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 47A. 48. 49. 50. 51. 52.
PIN BELLCRANK WASHER ESCUTCHEON SHIM SCREW GUIDE PIN BUSHING SCREW BELLCRANK WASHER COTTER PIN COTTER PIN SPACER KNOB SETSCREW SCREW BUMPER HANDLE ROLL PIN LOCK SCREW WASHER ESCUTCHEON SHIM GUIDE PIN SCREW WASHER NUT
69 67 1
40 I
,v
RIGHT CREW DOOR
DETAIL C 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64.
WASHER PIN COTTER PIN SPACER BELLCRANK SCREW BELLCRANK SPRING KNOB ESCUTCHEON SCREW COTTER PIN
65. 66. 67. 68. 69. 70. 71. 72. 73. 74.
PIN PUSHROD ASSEMBLY NUT WASHER COVER BOLT GUIDE ASSEMBLY BOLT GUIDE PIN BOLT ROLL PIN
75. 76. 77. 78. 79. 79A. 80.
SETSCREW MOUNTING PLATE SHIM SCREW SCREW WASHER COTTER PIN
B26142047A C26142047A
Crew Door Installation Figure 201 (Sheet 3)
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A22238
81
DETAIL C
81. 82. 83. 84. 85. 86. 87. 88. 89. 90. 91. 92. 93.
91
91
DETAIL
SCREW WASHER COVER ASSEMBLY CLUTCH ASSEMBLY SUPPORT ASSEMBLY JAMB ASSEMBLY BUMPER BUMPER SHIM TRIM PANEL LATCH ASSEMBLY SPACER SCREW
D AIRPLANES 20800132 AND ON AND 208B0055 AND ON C26132001 D2614T1070
Crew Door Installation Figure 201 (Sheet 4)
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MODEL 208 MAINTENANCE MANUAL PASSENGER DOORS - MAINTENANCE PRACTICES 1.
General A.
2.
This section provides maintenance practices, test procedures, and removal/installation for passenger doors.
Upper Passenger Door Removal/Installation A.
Remove Upper Passenger Door (Refer to Figure 201). (1) Remove split ring from lower door cable. (2) Remove safety clips (20A) from both end of each gas spring (12) and remove gas springs. (3) Remove screws (8) attaching upper passenger door hinge (4) to fuselage above door jamb. NOTE:
B.
3.
If upper door gas spring is removed, it should be tagged to identify it as being used on upper door. Upper door gas spring and lower door dampener are identical except for pounds of force. Upper gas spring has 45 pounds of force (Airplanes 20800001 Thru 20800058), or 60 pounds of force (Airplanes 20800059 and On). Lower door dampener has 6 pounds of force (Airplanes 20800001 Thru 20800095 Except Airplanes incorporating CAB86-11); or 10 pounds of force (Airplanes 20800096 and On, and 20800001 Thru 20800095 Incorporating CAB 86-11). They both have the same placard installed on cylinder. To determine difference between upper gas spring and lower door snubber, push in on cylinder rod. If rod can be compressed easily, the cylinder is a lower door dampener. If rod cannot be compressed easily, the cylinder is an upper door gas spring. If upper door gas spring or lower door dampener are replaced with a new part, the replaced part must be disposed of in accordance with Cargo Door - Maintenance Practices, Disposal of Gas Spring Cylinder. Install Upper Passenger Door (Refer to Figure 201). (1) Align holes in upper passenger door hinge (4) with holes in fuselage above door jamb and install screws (8). (2) Place ends of gas springs (12) over ballstuds (20B) and install clips (20A). (3) Install split ring on door pullstrap around lower cable.
Upper Passenger Door Latching Mechanism Removal/Installation A.
B.
Remove Upper Passenger Door Latching Mechanism (Refer to Figure 201 ). (1) Remove roll pin (48), handle (50) and washer (47). (2) Remove door window trim moulding. (3) Remove roll pin (21) outside handle (24) and washer (23). (4) Remove cotter pin (67), washer (66) and lock pin (69). (5) Remove screw (25), nut (27), washer (26), screw (22), and guide (70). (6) Remove escutcheon (72). (7) Remove washers (28), cotter pin (57), pin (30) and spindle (46). (8) Remove two screws (45), nut (43), washer (44), washer (52), screw (51), screw (55) and support (56). (9) Remove bellcrank (41) by removing cotter pins (29) and pins (42). (10) Remove cotter pin (62), pin (60), pushrod (59) and latch pin assembly (61). (11) Remove cotter pin (31), pin (39), pushrod (40) and latch pin assembly (37). Install Upper Passenger Door Latching Mechanism (Refer to Figure 201). (1) Install latch pin assembly (37) and connect pushrod (40) to latch pin using pin (39) and cotter pin (31). (2) Connect pushrod (40) to bellcrank (41) using pin (42) and cotter pin (29). (3) Install latch pin assembly (61) and connect to pushrod (59) using pin (60) and cotter pin (62). (4) Connect pushrod (59) to bellcrank (41) using pin (42) and cotter pin (29). (5) Install support (56) using two screws (45), screw (55), screw (51), washer (52), washer (44), and nut (43).
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12
rArr
90A
20E
VIEW A-A 1. UPPER 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.
PASSENGER DOOR HINGE PIN ROLL PIN HINGE NUT WASHER SCREW SCREW BOLT WASHER SPACER GAS SPRING CYLINDER MOUNTING PLATE WASHER NUT NUT WASHER BRACKET WASHER Upper Passenger Door Installation Figure 201 (Sheet 1)
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21. 22.
ROLL PIN SCREW
23
WASHFR
FILE Th AREA (NOTE)
NOTE:
USE CAUTION TO ..|
..
TAI
E
DETAIL B 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40.
NUT WASHER COTTER PIN PIN COTTER PIN SPACER WASHER SPRING CUP WASHER LATCH PIN ROLL PIN PIN PUSHROD ASSEMBLY
41. 42. 42A. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 52A.
BELLCRANK PIN COLLAR NUT WASHER SCREW SPINDLE WASHER ROLL PIN PLUNGER HANDLE SCREW WASHER BEARING
53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65.
D L
49
SCREW LOCKPLATE SCREW SUPPORT COTTER PIN PIN PUSHROD ASSEMBLY PIN LATCH PIN COTTER PIN WASHER HOUSING SPRING
66. 67. 68. 69. 70. 71. 72. 73. 74. 75. 76. 77. 78.
WASHER COTTER PIN BUTTON PIN GUIDE LOCK ASSEMBLY ESCUTCHEON PLUNGER SCREW CATCH WASHER NUT CAM
MODEL 208 AND 208B PASSENGER
B26142023 BB2614X1204
Upper Passenger Door Installation Figure 201 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL (6) Insert spindle (46) through bearing (52A), support (56) and bellcrank (41). Secure to bellcrank (41) using pin (30) and cotter pin (57). (7) Install washers (28) on spindle (46). (8) Insert escutcheon (72) through hole in door and onto spindle (46), then install lock pin guide (70) using screw (22), washer (26), nut (27) and screw (25). (9) Insert lock pin (69) into guide (70), and attach to door lock cam using washer (66) and cotter pin (67). (10) Install washer (23) over spindle (46), then install outside handle (24) and secure with roll pin (21). (11) Install door window trim moulding. (12) Install washer (47) and interior handle (50) using roll pin (48). NOTE:
4.
On airplanes 20800001 Thru 20800100, if the door lock on the passenger door does not operate properly, a new cam (78) may be modified. Refer to Figure 201, Sheet 2, View B-B.
Lower Passenger Door Removal/Installation A.
Remove Lower Passenger Door (Refer to Figure 202). (1) With upper and lower door open, support lower door. (2) Remove nuts (6), lockwashers (7), and washers (8) attaching forward and aft gas spring dampeners (5) to mounting plates (9) on lower door. (3) Disconnect lower ends of forward and aft cable assemblies by removing screws (40) and spacers (43). (4) Remove six bolts (19) and six washers (20), attaching upper hinge (17) to fuselage, then remove step tread (18). (5) Remove four remaining screws (21) attaching upper hinge (17) to fuselage. (6) Slide door and hinge out from between fuselage and door jambs, NOTE:
B.
If lower door dampener is removed, it should be tagged to identify it as being used on lower door. Upper gas spring and lower door dampener are identical except for pounds of force. Upper gas spring has 45 pounds of force (Airplanes 20800001 Thru 20800058), or 60 pounds of force (Airplanes 20800059 and On). Lower snubber has 6 pounds of force (Airplanes 20800001 Thru 20800095), except when modified per CAB 86-11. Both have the same placard installed on cylinder. To determine difference between upper gas spring and lower door dampener, push in on cylinder rod. If rod cannot be compressed easily, the cylinder is an upper door gas spring. If upper door gas spring or lower door dampener is replaced with a new part, the replaced part must be disposed of in accordance with Cargo Door - Maintenance Practices, Disposal of Gas Spring Cylinder.
Install Lower Passenger Door (Refer to Figure 202). (1) Slide door hinge in between fuselage and door jambs, align holes in fuselage with holes in hinge and install four screws (21). (2) Align holes in step tread (18) with holes in fuselage and install six washers (20) and six bolts (19).
(3) Connect lower ends of forward and aft cable assemblies (42) using spacers (43) and screws (40). (4) Install gas spring dampeners using washers (8), lockwashers (7), and nuts (6). 5.
Passenger Door Step Disassembly/Assembly A.
Disassemble Passenger Entry Door Step Assembly (Refer to Figure 202). (1) Remove step assembly from lower door. Refer to Remove Passenger Entry Door Step Assembly. (2) Remove strap assembly (110) by removing screws (111) and spacers (112). (3) Top step is now free to remove. (4) To remove center step, remove nut (64), washer (63), bushing (62), spacer (61), and screw (59) from both sides of step assembly.
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A22242
C
MODEL 208 AND 208B PASSENGER 26142025
Lower Passenger Door Installation Figure 202 (Sheet 1)
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10
C 6 13
?
DETAIL C
1. NUT 2. 3. 4. 5. 6. 7. 8. 9.
10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36.
LOCKWASHER WASHER BRACKET GAS SPRING DAMPENER NUT LOCKWASHER WASHER MOUNTING PLATE LOWER HINGE SCREW SCREW WASHER NUT HINGE PIN ROLL PIN UPPER HINGE STEP TREAD BOLT WASHER SCREW SCREW WASHER NUT NUT WASHER SCREW WASHER LOWER DOOR WASHER SCREW WASHER SCREW WASHER SCREW SPACER MIODEL 208 AND 208B PASSENGER
5
9 w
DETAIL B
A26144006 B26142027 C26141055
Lower Passenger Door Installation Figure 202 (Sheet 2)
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A22244
37 42 42
39
DETAIL
D
37. 38. 39. 40. 42. 43.
NUT WASHER BUSHING SCREW CABLE ASSEMBLY SPACER
MODEL 208 AND 208B PASSENGER D26142026A
Lower Passenger Door Installation Figure 202 (Sheet 3)
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NOTE:
45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68.
45 46
ITEMS 72 THRU 109 ARE SHOWN ON SHEET !
SPACER SPACER BUSHING WASHER NUT NUT WASHER SPACER SCREW WASHER SPACER NUT WASHER SPACER SCREW NUT SPACER BUSHING WASHER NUT SPACER SCREW WASHER NUT
UC IMIL L
69. 70. 71. 110.
STEP ASSEMBLY SPACER SCREW STRAP
111.
SCREW
112. 113. 114. 115.
SPACER NUT SCREW CABLE GUIDE
48
71
MODEL 208 AND 208B PASSENGER E26144006
Lower Passenger Door Installation Figure 202 (Sheet 4)
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A22241
_A
73
1(
76 77 74
78 75"
79
107
80 82
106
84
3
102
101
89
94
88
72
100 W
72. 73. 74. 75. 76. 77. 78. 79. 80. 81. 82. 83. 84. 85. 86. 87. 88. 89.
GUIDE SHIM WASHER SPRING SPACER COTTER PIN PUSHROD ASSEMBLY COTTER PIN SUPPORT ASSEMBLY SCREW COTTER PIN BELLCRANK WASHER PUSHROD ASSEMBLY COTTER PIN LATCH PIN SCREW PIN
90. 91. 92. 93. 94. 95. 96. 97. 98. 99. 100. 101. 102. 103. 104. 105. 106 107.
m
B f~lm
PIN WASHER WASHER NUT SCREW WASHER SCREW SPINDLE ESCUTCHEON SCREW HANDLE ROLL PIN WASHER PIN LATCH PIN PIN ROLL PIN WASHER
I
108. 109.
CUP SCREW
MODEL 208 AND 208B PASSENGER
F26143017
Lower Passenger Door Installation Figure 202 (Sheet 5)
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MODEL 208 MAINTENANCE MANUAL (5) The lower step is partially disassembled when cable assemblies were removed. (6) To complete the removal of lower step, remove screws (71) and spacer (70) from each side of step assembly. B.
Assemble Passenger Entry Door Step Assembly (Refer to Figure 202). (1) Partially install lower step by installing screw (71) through step rail with spacer (70) between step rail and step, on each side of step assembly. (2) Install strap (110) on center step assembly using screw (111) and spacer (112). (3) Install center step using screw (59) through step rail, spacer (61) between step rail and step, bushing (62) through mounting hole in step, then install washer (63) and nut (64) on each side of step assembly. (4) To complete assembly of step, refer to Crew Doors - Maintenance Practices. (5) Torque all step assembly screws to 70 inch-pounds, +0 or -5 inch-pounds, plus running torque. NOTE:
6.
Passenger Entry Door Step Assembly Removal/Installation A.
Remove Passenger Entry Door Step Assembly (Refer to Figure 202). (1) With upper and lower door open, support lower door. (2) Disconnect forward and aft cable assemblies (42) from step assembly (69) by removing screws (40) and spacers (43). (3) Remove nut (49), washer (48), bushing (47), spacer (46), spacer (45), washer (30), and screw (31) from each side of step assembly. (4) Remove nut (56), washer (54), spacer (55), washer (32), and screw (33) from each side of step assembly. (5) Remove nut (60), washer (57), spacer (58), washer (34), and screw (35) from each side of step assembly and remove step assembly.
B.
Install Passenger Entry Door Step Assembly (Refer to Figure 202). (1) Align holes in step assembly with holes in door rails. (2) Install screw (31) with washer (30) through door rail, install spacer (45) between door rail and step rail, install spacer (46) between step rail and step, insert bushing (47) into step mounting hole, then install washer (48) and nut (49) on each side of step assembly. (3) Install screw (33) with washer (32) through door rail, install spacer (55) between door rail and step rail, then install washer (54) and nut (56) on each side of step assembly. (4) Install screw (35) with washer (34) through door rail, install spacer (58) between door rail and step rail, then install washer (57) and nut (60) on each side of step assembly. (5) Connect forward and aft cable assemblies using spacers (43) and screws (40). (6) Torque all step assembly mounting screws to 70 inch-pounds, +0 or -5 inch-pounds, plus running torque. NOTE:
7.
Refer to Chapter 20, Torque Data - Maintenance Practices, for information on torquing of bolts.
Refer to Chapter 20, Torque Data - Maintenance Practices, for information on torquing of bolts.
Lower Passenger Door Latching Mechanism Removal/Installation A.
Remove Lower Passenger Door Latching Mechanism (Refer to Figure 202). (1) Remove roll pin (101), remove handle (100), and washer (102). (2) Remove escutcheon (98) by removing two screws (99). (3) Remove door panel. (4) Remove two screws (109), shims (73) and latch pin guide (72). (5) Remove washer (74), spring (75), cup (108), and washer (107) from latch pin (104). (6) Remove cotter pin (77), pin (105), and latch pin (104). (7) Remove cotter pin (79), pin (103), and pushrod (78). (8) Remove two screws (88), shims (73), and latch pin guide (72). (9) Remove cotter pin (86), pin (89), and latch pin (87). (10) Remove cotter pin (79), pin (103), and pushrod (85). 52-12-00 © Cessna Aircraft Company
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MODEL 208 MAINTENANCE MANUAL B.
Install Lower Passenger Door Latching Mechanism (Refer to Figure 202). (1) Connect pushrod (85) to bellcrank (83) using pin (103) and cotter pin (79). (2) Insert latch pin (87) into guide (72) and install shims (73) and guide (72) using two screws (88). (3) Connect latch pin (87) to pushrod (85) using pin (89) and cotter pin (79). (4) Connect pushrod (78) to bellcrank (83) using pin (103) and cotter pin (86). (5) Connect latch pin (104) to pushrod (78) using pin (105) and cotter pin (77). (6) Install washer (107), cup (108), spring (75), and washer (74) on latch pin (104). (7) Insert end of latch pin (104) into guide (72), install shims (73) and guide (72) using two screws (72).
(8) Install door panel. (9) Install escutcheon using two screws (99). (10) Install washer (102) and handle (100), secure by installing roll pin (101).
| 8.
Upper and Lower Passenger Doors Adjustment/Test A. Adjustment/Test Procedure (Refer to Figure 203). (1) With upper section door handle (50) in locked position, adjust the clevis end of pushrods by loosening jamnut to obtain 0.91 inch, +0.10 or -0.10 inch from outer edge of door rail to the end of latch pins. After adjusting, tighten jamnuts. (2) Adjust plunger in outer end of upper door exterior handle using slot screwdriver. To tighten, turn clockwise; to loosen, turn counterclockwise. Adjust plunger until 10 pounds, + 5 or -0 pounds of force, applied at 0.55 inch from end of inboard handle, is required to disengage plunger from catch plate. (3) To adjust the latch pins in lower door section, refer to step one.
9.
Gas Spring/Upper Door Test Procedure A. When gas spring operation problems are suspected on upper passenger door, the following test procedure should be used. The forces are measured with a spring ambient temperature of 68cF, +2 or -2'F, with piston rod extending downwards. (1) Obtain direct reading sensitive scale. (2) Remove pneumatic extender from airplane. (3) Grasp extender by cylinder in a vertical position with piston rod end down, and place on sensitive scale. (4) Compress device fully four or five times with piston rod end down. (This lubricates seals and piston.) (5) Compress approximately 1.5 inch and relax pressure slightly to allow piston rod to extend slowly until it is approximately 0.20 inch from full extension. Hold steady and read pressure. (6) An acceptable extender will read between 42 and 52 pounds on scale.
10. Passenger Door Seals Removal/Installation A. Remove Passenger Door Seals. (1) Remove door seal. A putty knife may be used to aid in the removal of seal. Caution must be taken not to damage door. (2) Clean off old adhesive from bonding surface with a cloth slightly dampened with methyl n-propyl ketone, taking care to apply methyl n-propyl ketone to bonding surface only. B. Install Passenger Door Seals. (1) Clean bonding surface with a cloth slightly dampened with methyl n-propyl ketone. Do not allow methyl n-propyl ketone to contact painted surface. NOTE:
On Airplanes 20800001 Thru 20800108 and 208B0001 Thru 208B0003, the straight portion of seal is neoprene rubber and corners are silicone. Beginning with Airplanes 20800109 and 208B0004 (and all spares), the entire seal is silicone.
NOTE:
Trim flange of seal as required to clear latch pins and mounting hardware.
(2) Bond neoprene seals to door using EC1300L per manufacturer's instructions.
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A22245
0.91 INCH
2 13
TYPICAL 1.
2. 3.
OUTER DOOR RAIL LATCH PIN DOOR JAMB
MODEL 208 AND 208B PASSENGER 2614X1205
Upper and Lower Passenger Doors Figure 203 (Sheet 1)
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MODEL 208
MAINTENANCE MANUAL (3) Bond silicone seals to door using RTV- 157 per manufacturer's instructions. (4) After installation, clean door seals with a cloth slightly dampened with methyl n-propyl ketone. Caution must be taken not to soak seals, as methyl n-propyl ketonewill soften the adhesive.
I 11.
Door Seal Cleaning A.
I
I
Clean Door Seals
CAUTION: Caution must be taken not to oversoak the seals withmethyl npropyl ketone, as methyl n-propyl ketone will soften the adhesive, neoprene rubber seals, and silicone seals. (1) It is important that all door seals are properly secured and cleaned periodically to ensure an air and water tight seal. Clean door seals with a cloth, slightly dampened with methyl n-propyl ketone.
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MODEL 208
MAINTENANCE MANUAL CARGO DOOR - MAINTENANCE PRACTICES
1.
General A.
2.
The cargo door, located on left side of fuselage just aft of leftwing, consists of an upper and lower section. When opened, upper section swings upward and lower section swings forward. The upper section of cargo door incorporates a conventional outside door handle with a key-operated lock, a pushbutton type exterior door release, and a conventional interior door handle. Two gas spring cylinders are utilized to lift door to the full open position.
Upper Cargo Door Removal/Installation A.
Remove Upper Cargo Door (Refer to Figure 201). (1) Remove cotter pin and pin securing pullstrap to door. (2) Remove screws securing trim plate on upper door jamb and remove trim plate. (3) Remove upholstery trim around upper door jamb. (4) Remove safety clips (18A) from both ends of gas springs (14) and remove gas springs from ballstuds (18B). NOTE:
B.
3.
If gas spring cyclinders are to be replaced with new parts, the replaced parts must be disposed of in accordance with Gas Spring Cylinder Disposal.
(5) Remove screws (3) attaching upper cargo door hinge (4) to fuselage above door jamb. Install Upper Cargo Door (Refer to Figure 201). (1) Align holes in upper door hinge (4) with holes in fuselage above door jamb and install screws (3). (2) Place ends of gas spring cyclinder (14) over ballstuds (18B) and install clips (18A). (3) Install trimplate on upper door jamb. (4) Install upholstery trim around upper door jamb. (5) Connect pullstrap to door using pin and cotter pin.
Upper Cargo Door Latching Mechanism Removal/Installation A.
B.
Remove Upper Cargo Door Latching Mechanism (Refer to Figure 201). (1) Remove roll pin (42), inside handle (41) or boss (41A), and washer (43). (2) Remove door window trim molding. (3) Remove roll pin (21), handle (19) and washer (20). (4) Remove cotter pin (61), pin (54), and remove latch pin assembly (60). (5) Remove cotter pin (62) and pin (50) to remove pushrod (53). (6) Remove cotter pin (32) and pin (34) and remove latch pin (33). (7) Remove cotter pin (62) and pin (50) to remove pushrod (31). (8) Remove screw (22), nut (65), washer (66), and escutcheon (23). (9) Remove cotter pin (27), washer (28), lockpin (67), and guide (68). (10) Remove cotter pin (51), pin (29), washers (63), and spindle (44). (11) Remove bellcrank (52). Install Upper Cargo Door Latching Mechanism (Refer to Figure 201). (1) Insert spindle (44) through hole in support assembly (36) and install bellcrank (52) on spindle using pin (29) and cotter pin (51). (2) Install washers (63) on spindle (44), install escutcheon through hole in door and over spindle, then install screw (22) in aft hole. (3) Align holes in lock pin guide with holes in door and escutcheon and secure with screw (64), screw (22), washer (66), and nut (65). (4) Insert locking pin (67) into guide (68) and attach to door lock cam using washer (28) and cotter pin (27). (5) Install washer (20), handle (19) and secure with roll pin (21). (6) Install latch pin (33) and connect to pushrod (31) using pin (34) and cotter pin (32). (7) Connect pushrod (31) to bellcrank (52) using pin (50) and cotter pin (62). (8) Install latch pin assembly (60) and connect to pushrod (53) using pin (54) and cotter pin (61).
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A22247
TYPICAL CARGO DOOR 26141050 26141056
Upper and Lower Cargo Door Installation Figure 201 (Sheet 1)
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3
A22248
.10
11
1
WINDOWS NOT INSTALLED ON CARGO AIRPLANES
3.
14 1
SCREW
4. UPPER HINGE 5. NUT 6. NUT 7. WASHER 8. WASHER 9. LOWER HINGE 10. 11. 12. 13.
SCREW WASHER SPACER MOUNTING PLATE
16. 17.
18. 18A. 18B. 18C. 18D. 18E. 18F. 18G. 18H.
WASHER WASHER UPPER DOOR SAFETY CLIP BALLSTUD RUBBER TAPE SEAL COTTER PIN CABLE PIN EYE BOLT
DETAIL F 2614X1189 26144005 2614X1188
MODELS 208 AND 208B PASSENGER Upper and Lower Cargo Door Installation Figure 201 (Sheet 2)
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A2224
58 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 41A.
DETAIL B
HANDLE 42. WASHER 43. ROLL PIN 44. SCREW 45. ESCUTCHEON 46. KEY LOCK 47. BUTTON 47A. SPRING 48. COTTER PIN 49. WASHER 50. PIN 51. WASHER 52. PUSHROD 53. COTTER PIN 54. LATCH PIN 55. PIN 56. PIN 57. SUPPORT ASSEMBLY 58. SCREW 59. LOCKPLATE 60. SCREW 61. PLUNGER 62. HANDLE 63. BOSS 64.
ROLL PIN WASHER SPINDLE SCREW SCREW WASHER COLLAR WASHER NUT PIN COTTER PIN BELLCRANK PUSHROD PIN ROLL PIN SPACER SPRING WASHER WASHER LATCH PIN COTTER PIN COTTER PIN WASHER SCREW
'4
FILE THIS AREA (NOTE VIEW B-B 65. 66. 67. 68. 69. 70. 71. 72. 73. 74.
NUT WASHER NOTE: LOCK PIN GUIDE UPPER DOOR WASHER CATCH SCREW PLUNGER CAM
USE CAUTION TO MAINTAIN HOLE EDGE DISTANCE
DETAIL
MODELS 208, 208B, 208 CARGOMASTER, AND 208B SUPER CARGOMASTER
D
B26142022 BB2614X1190 D26141057
Upper and Lower Cargo Door Installation Figure 201 (Sheet 3)
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A225'n
7 19B
6
1
5 4
3
Wr
H 19 (NOTE) 18 (NOTE)
191 NOTE:
14 (NOTE)
THESE ITEMS INSTALLED ON AIRPLANES 20800001 THRU 20800131 AND 208B0001 THRU 208B0054
I
DETAIL C
K 19B.
9. 10. 11. 12.
HINGE HALF WASHER NUT WASHER
19C. 19D. 19E.
SCREW SPIRA CERT WASHER NUT
19N. LATCH ASSY
DETAIL AIRPLANES 20800132 AND ON AND 208B0055 AND ON
G C26144004 E26141049 G2614C1070
Upper and Lower Cargo Door Installation Figure 201 (Sheet 4)
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A22252
31 32
30
34 27
35
26
37
23 22 2
41 40
48
65
47 49 IK
64 52 53 62 59 55 58 57 61
DETAIL H
IK 43.
PIN
68.
PIN
44. 45.
COTTER PIN COTTER PIN
69. 70.
ROLL PIN SPACER
AIRPLANES 20800001 THRU 20800107
H26143015
Upper and Lower Cargo Door Installation Figure 201 (Sheet 5)
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MAINTENANCE MANUAL
A22253
.32
30
33
29
27
35 AIRPI
20
,,-
I
69
J
65
47 49
50
64
51
40
20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30.
K
52 53
62
59 6 IK
55 I V
.
DETAIL
H
45. 46.
COTTER PIN PIN
71. 72.
SPACER STRAP H26143015 J26143015
AIRPLANES 20800108 AND ON Upper and Lower Cargo Door Installation Figure 201 (Sheet 6)
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MODEL 208 MAINTENANCE MANUAL (9) Connect pushrod (53) to bellcrank (52) using pin (50) and cotter pin (62). (10) Install door window trim molding. (11) Install washer (43) over spindle (44) and install handle (41) using roll pin (42). NOTE: 4.
5.
6.
On airplanes 20800001 Thru 20800100 if the door lock on the cargo door does not operate properly, cam (74) may be modified.
Lower Cargo Door Removal/Installation A.
Remove Lower Cargo Door (Refer to Figure 201). (1) With upper and lower cargo doors open, support lower door. (2) Remove cotter pins (2) and washers (3) from upper and lower hinge pins (7). (3) Remove hinge pins (7) from upper and lower hinges (6).
B.
Install Lower Cargo Door (Refer to Figure 201). (1) Align hinges on lower cargo door to hinges on fuselage. (2) Install hinge pins (7) through hinges. (3) Secure hinge pins with washers (3) and cotter pins (2).
Lower Cargo Door Latching Mechanism Removal/Installation A.
Remove Lower Cargo Door Latching Mechanism (Refer to Figure 201). (1) Remove roll pin (40), handle (38), and washer (39). (2) Remove two screws (41) and escutcheon (37). (3) Remove lower cargo door upholstery panel. (4) Disconnect pushrod assembly (25) by removing cotter pins (26), (22), and pins (43), (68) attaching pushrod (25) to bellcrank (28) and latch pin assembly (21). (5) Remove latch pin assembly. (6) Disconnect and remove pushrod assembly (65) by removing cotter pins and pins attaching pushrod to bellcrank (50) and bellcrank (67). (7) Remove latch pin assembly (63).
B.
Install Lower Cargo Door Latching Mechanism (Refer to Figure 201). (1) Install latch pin assembly (63) and insert bellcrank (50) into slot in latch pin assembly. (2) Connect pushrod assembly (65) to bellcrank (50) using pin (51) and cotter pin (64). (3) Install latch pin assembly (21) and insert bellcrank (67) into slot in latch pin assembly. (4) Connect pushrod assembly (65) to bellcrank (67) using pin (46) and cotter pin (45). (5) Connect pushrod assembly (25) to latch pin assembly (21) and bellcrank (28) using pins (43), (68) and cotter pins (26), (22). (6) Install lower cargo door upholstery panel. (7) Install escutcheon (37) using two screws (41). (8) Install washer (39), handle (38) and secure with roll pin (40).
Upper and Lower Cargo Doors Adjustment/Test A.
Adjust Upper and Lower Cargo Doors (Refer to Figure 201). (1) With door handles (41 and 19) in their locked position, adjust clevis ends of pushrods by loosening jamb nuts to obtain 0.91 inch, +0.10 or -0.10 inch from outer edge of door rails to ends of latch pins. After adjusting, tighten jam nuts. Refer to Figure 202. (2) Adjust plunger (73) in outer end of handle (19) using slot screwdriver. To tighten, turn clockwise; to loosen, turn counterclockwise. Adjust plunger (73) until 10 pounds, +5 or -0 pounds of force, applied at 0.55 inch from end of handle (19), is required to disengage plunger (73) from catch plate (71).
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MAINTENANCE MANUAL
A22254
0.91 INCH --
2
1
**-
0.35 INCH
3 \
TYPICAL
1. OUTER DOOR RAIL 2. 3.
LATCH PIN DOOR JAMB
2614X1206
Upper and Lower Cargo Doors Adjustment Figure 202 (Sheet 1)
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7.
Gas Spring Cylinder Disposal
WARNING: When removed, depressurize gas spring as described in the following steps before discarding. Protective eye covering must be worn while performing these steps. A.
8.
Dispose of Gas Spring Cylinder (Refer to Figure 203). (1) Place cylinder horizontally in bench vise and tighten vise. (2) Place several layers (4 layers minimum) of shop towels or rags over end of cylinder in vise. (3) Measure 1.50 inches in from fixed end of cylinder, and using a scratch awl or pointed center punch and hammer, drive awl or punch through the towels and into the cylinder until the gas begins to escape. (4) Hold towels and scratch awl in place until all gas has escaped (a few seconds). Then slowly remove scratch awl. Escaping oil will be absorbed by the towels. (5) While still holding towels over hole, push bright shaft completely into cylinder to purge remaining oil. (6) Remove gas spring from vise and discard.
Gas Spring/Upper Door Test Procedure A.
When gas spring operation problems are suspected on upper cargo door, the following test procedure should be used. The forces are measured with a spring ambient temperature of 68cF, +2 or -2'F, with piston rod extending downwards. (1) Obtain direct reading sensitive scale. (2) Remove pneumatic extender from airplane. (3) Grasp extender by cylinder in a vertical position with piston rod end down, and place on sensitive scale. (4) Compress device fully four or five times with piston rod end down. (This lubricates seals and piston.) (5) Compress approximately 1.5 inch and relax pressure slightly to allow piston rod to extend slowly until it is approximately 0.20 inch from full extension. Hold steady and read pressure. (6) An acceptable extender will read between 42 and 52 pounds on scale.
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A22256
2614X1207
Gas Spring Cylinder Disposal Figure 203 (Sheet 1)
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A22251
2614X1208
Gas Spring Cylinder Disposal Figure 203 (Sheet 2)
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MODEL 208
MAINTENANCE MANUAL IN-FLIGHT MOVABLE (ROLL- UP) DOOR 1.
MAINTENANCE PRACTICES
Description A.
2.
-
The inflight movable (roll-up) door is located on the left side of the fuselage, between fuselage station 234.00 and 284.00. The inflight movable (roll-up) door consists of an upper and lower door assembly, forward track, aft track, forward fairing, aft fairing, center fairing, sprockets, chains, chain covers, drive motor, limit switch, torque tube assembly and door jamb.
Operation A.
3.
The lower door is opened and closed using a chain and sprocket system, driven by an electrical motor; however, if required the door may operated manually. The upper door is opened and closed by movement of the lower door to the open or closed position. Manual operation of doors is accomplished by removing the center fairing and dust cap from the aft fairing. Reach through the hole, pull the pin locking the motor to the torque tube, then rotate torque tube by hand to open or close the doors.
Upper and Lower Door Removal/installation A.
Remove Upper and Lower Door (Refer to Figure 201 and Figure 202). (1) Disconnect electrical power from the airplane. (2) Remove forward fairing, center fairing, and aft fairing. (3) Remove electrical switch from aft track assembly. (4) Remove chain from sprocket on torque tube. (5) Remove bolts securing torque tube to forward track and aft track. Remove torque tube. (6) Pull lower door and upper door inboard out of the forward track and aft track to remove.
B.
Install Upper and Lower Door (Refer to Figure 201 and Figure 202). (1) Align lower door and upper door in forward track and aft track, pull down on lower door until both the upper and lower doors are completely installed in tracks. (2) Position torque tube on forward track and secure with bolts. (3) Install chain on torque tube sprocket. (a) Rig chain at both forward and aft tracks so that the same number of links are established between door/chain attach point link and the first chain engagement tooth on bottom side of the sprocket which is common to torque tube assembly. (b) Apply highlight yellow paint to common sprocket tooth and chain link to maintain chain timing consistency during future system rigging operations. (4) Install electrical switch on aft track assembly. (5) Install forward, center and aft fairings. (6) Connect electrical power to airplane. (7) Make sure that the doors open and close smoothly.
(a) Adjust the doors as necessary until they operate correctly. Upper and Lower Door Adjustment/Test
4.
A.
I5.
Adjust Upper and Lower Door. (1) Adjust chain tension to ensure tooth engagement at all sprocket locations throughout chain loop. (2) Optimize tension to minimize wear between chain and track race. Lubricate chain/track with MIL-PRF-81 322 grease.
Side-Mounted Drive Assembly Removal/installation
*
A.
Remove the Side-Mounted Drive Assembly (Refer to Figure 202) (1) Remove electrical power from airplane. (2) Disconnect electrical connector from motor. (3) Remove bolts securing drive motor assembly to attach fitting. (4) Remove drive motor assembly from airplane.
B.
Install the Side-Mounted Drive Assembly (Refer to Figure 202). (1) Position drive motor assembly to attach fitting and secure with bolts. (2) Connect electrical connector to motor.
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MODEL 208
MAINTENANCE MANUAL
FITTING
1A1,I-1P:
CHAIN SPROCKETL PIN TORQUE I
SCREWS
WASHERS \
NTWASHER
1-J,.1)L
PLATE
BOLT WASHER BEARING ASSEMBLY TRACK
T
SHAFT I
DETAIL
A
SPROCKET 261077002 A2611T1 030
Roll-Up Door Installation Figure 201 (Sheet 1)
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MAINTENANCE MANUAL
A63232
CHAI N
CHAIN SPROCKET
I
FITTING
NUT TORQUE TUBE WASH ER I
TRACK 1_~ A\BEARING WASHERS\ ASSEMBLY PLATE
IPLATE BEARING TRACK
SHAFT
I
SPROCKET
DETAIL
A
261077002 A2611iTi030
Roll-Up Door Installation Figure 201 (Sheet 2)
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MODEL 208
MAINTENANCE MANUAL
AA'47Q9
ASSEMBLY
C PIN MO BR) S WITCH (OPEN) SWITCH __ GUARD I
SCREW
WAS SCREW
DETAIL
WASHER
C
ROLL-UP DOOR SWITCH
DETAIL DETAIL
A
SIDE-MOUNTED DRIVE ASSEMBLY Drive Assembly Installation Figure 202 (Sheet 1)
/
MOUNTING BRACKET
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17002 1031 F1ilg9 F201 8
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MAINTENANCE MANUAL
A63233
DETAIL DETAIL
A
BOUTOM-MOU NTED DRIVE ASSEMBLY
B
A261iT1 030 22618T1 190 C2618T2018
Drive Assembly Installation Figure 202 (Sheet 2)
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MODEL 208
MAINTENANCE MANUAL (3) 6.
Bottom-Mounted Drive Assembly Removal/instal lation A.
B.
7.
Verify door opens and closes smoothly.
Remove the Bottom-Mounted Drive Assembly (Refer to Figure 202) (1) Remove the electrical power from the airplane. (2) Disconnect the motor electrical connector. (3) Remove the safety wire from the bolts that attach the drive assembly to the fitting. (4) Remove the bolts that attach the drive assembly and chain tension plate to the fitting. (5) Remove drive assembly from airplane. Install the Bottom-Mounted Drive Assembly (Refer to Figure 202). (1) Put the drive assembly and chain tension plate in position to the fitting and chain. (a) Loosely install the bolts that attach the drive assembly to the fitting. (2) Use hand pressure to move the drive assembly forward to tighten the chain. (a) Tighten the bolts that attach the drive assembly to the fitting. (b) Install safety wire on the bolts. Refer to Chapter 20, Safetying - Maintenance Practices. (3) Connect the motor electrical connector. (4) Apply electrical power to the airplane. (5) Make sure the doors open and close smoothly. (a) Adjust the doors as necessary until they operate correctly.
Bottom-Mounted Drive Assembly Motor Removal/installation A. Remove the Bottom-Mounted Drive Assembly Motor (Refer to Figure 202). (1) Remove the bottom-mounted drive assembly. Refer to Bottom-Mounted Drive Assembly Removal/Installation. (2) Remove the nuts that attach the motor to the drive assembly. (3) Remove the motor from the drive assembly. (a) Keep the coupling for installation. B. Install the Bottom-Mounted Drive Assembly Motor (Refer to Figure 202). (1) Put the motor and coupling in position to the drive assembly. (2) Install the nuts that attach the motor to the drive assembly. (3) Install the bottom-mounted drive assembly. Refer to Bottom-Mounted Drive Assembly Removal/ Installation.
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MODEL 208
MAINTENANCE MANUAL AIR DEFLECTOR - MAINTENANCE PRACTICES 1.
General A.
2.
A removable cargo door and air deflector may be installed on the airplane. The air deflector is installed to lessen drag on the airplane when airplane is flown with the cargo door removed.
Upper Cargo Door Removal/Installation A. Remove Upper Cargo Door (Refer to Figure 201). (1) Remove cotter pin and pin securing pull strap to lower door. (2) Remove safety clips from gas springs and remove gas springs from ball studs. (3) Remove cotter pins (1) and pins (3) from hinges (2) and remove door. NOTE:
B.
Remove lower cargo door. Install Upper Cargo Door (Refer to Figure 201 ). (1) Position door and install pins (3) in hinges (2), then install cotter pins (1). (2) Install gas springs on ballstuds and install safety clips. NOTE:
Install lower cargo door.
(3) Connect pull strap to lower door using pin and cotter pin. 3.
Air Deflector Removal/Installation A.
B.
Remove Air Deflector (Refer to Figure 201). (1) Remove nut (19) and screw (20). (2) Remove screw (18) and washer (17). (3) Remove cotter pin (1) and pin (3). (4) Remove cotter pins (13), washer (12), pins (10), and remove deflector (6). Install Air Deflector (Refer to Figure 201). (1) Position deflector (6) and install pins (3) and (10). (2) Install washers (12) and cotter pins (13). (3) Install cotter pin (1). (4) Install screw (20) and nut (19). (5) Install washer (17) and screw (18).
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A22258
15 8 7 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.
COTTER PIN HINGE HALF PIN WASHER NUT DEFLECTOR WASHER NUT SCREW PIN HINGE HALF WASHER COTTER PIN DEFLECTION EXTENSION SCREW HINGE HALF WASHER SCREW NUT SCREW DEFLECTOR EXTENSION
11
AIRPLANES 20800089 AND ON AND 208B0214 AND ON 26142020A
Air Deflector Installation Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL CREW DOOR ENTRANCE STEPS - MAINTENANCE PRACTICES 1.
General A.
2.
3.
Crew Door Step Assembly Removal/Installation A.
Remove Crew Door Step Assembly (Refer to Figure 201). (1) Remove nuts (1), lockwashers (2), washers (3), spacers (4), washers (9), and bolts (10) attaching crew steps to mounting brackets (7) on floorboard.
B.
Install Crew Door Step Assembly (Refer to Figure 201). (1) Align holes in step assembly with holes in mounting brackets (7). (2) Install bolt (10) with washer (9) and spacer (10) through mounting bracket (7), then install spacer (4), washer (3), locknut (2), and nut (1).
Crew Door Step Disassembly/Assembly A.
B.
4.
The crew door entrance steps consist of metal, ladder-like steps attached to the floorboard just inside each crew door. The steps are hinged at the center, fold in half, then pivot at the floorboard attachments upside down to their stowed position just inside the crew doors.
Disassemble Crew Door Step (Refer to Figure 201). (1) Remove step assembly from airplane. (2) Remove lower arms (14) by removing nut (22), lockwasher (21), washer (20), spacer (19), washer (24), and bolt (25). (3) Remove screws (17) attaching upper step (12) to upper arms (11). (4) Remove screws (17) attaching lower step (15) to lower arms (14). Assemble Crew Door Step (Refer to Figure 201). (1) Position lower step (15) into slots in lower arms (14) and install screws (17). (2) Position upper step (12) into slots in upper arms (11) and install screws (17). (3) Align holes in lower arms (14) with holes in upper arms (11), install bolts (25) with washers (24), then install spacer (19), washer (20), lockwasher (21), and nut (22). (4) Install step assembly on airplane.
Safety Walk Replacement A.
Replace Safety Walk. (1) Remove old safety walk material. (2) Clean surface with Acetone or equivalent. (3) Remove backing from new Safety Walk. (4) Apply Safety Walk material to step. (5) Form fillet around edges with 3M Edge Sealing Compound (or equivalent) per instructions on container.
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MODEL 208 MAINTENANCE MANUAL
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.
NUT LOCKWASHER WASHER SPACER BUSHING SCREW MOUNTING BRACKET BUSHING WASHER BOLT UPPER ARM UPPER STEP PAD LOWER ARM LOWER STEP HELICAL COIL INSERT SCREW BUSHING SPACER WASHER LOCKWASHER NUT
23.
RISHING
24. 25. 26..
WASHER BOLT SHIM(NOTE)
1 2 13 21
14
17 NOTE:
DETAIL A
ON AIRPLANES 20800082 AND ON, INSTALL SHIMS (26) UNDER STEP BRACKET (7) AS REQUIRED TO MAKE POSITIVE CONTACT WITH ARM BEFORE ARM COMES INTO CONTACT WITH FLOOR. 26141051 A26143020
Crew Door Entrance Step Installation Figure 201 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL DOOR WARNING - TROUBLESHOOTING
1.
General A.
A troubleshooting chart has been provided to aid the maintenance technician in system troubleshooting. Refer to Figure 101.
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MODEL 208 MAINTENANCE MANUAL
A17370
ANNUNCIATOR PANEL LIGHT STAYS LIT AFTER DOORS ARE CLOSED
CHECK FOR SHORTED WIRE FROM ANNUNCIATOR PANEL TO DOOR SWITCH. IF -
OK, CHECK DOOR WARNING SWITCH FOR PROPER ADJUSTMENT. IF-
NOT OK, REPAIR SHORT IN CIRCUIT.
OK, CHECK FOR DEFECTIVE DOOR WARNING SWITCH AND REPLACE IF DEFECTIVE.
NOT OK, ADJUST SWITCH AT DOOR.
Door Warning Troubleshooting Chart Figure 101 (Sheet 1)
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MODEL 208 MAINTENANCE MANUAL
A17393
ANNUNCIATOR PANEL LIGHT OFF WITH DOOR OPEN
CHECK FOR DEFECTIVE BULB IN ANNUNCIATOR. IF-
OK, CHECK FOR GROUND TO DOOR WARNING SWITCH. IF -
NOT OK, REPLACE BULB.
OK, REPLACE DOOR WARNING SWITCH.
NOT OK, REPAIR GROUND WIRE.
Door Warning Troubleshooting Chart Figure 101 (Sheet 2)
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MODEL 208 MAINTENANCE MANUAL DOOR WARNING - MAINTENANCE PRACTICES 1.
Description and Operation A.
2.
Passenger and Cargo Door Warning Switches Adjustment/Test A.
I
A cabin door warning system is utilized to provide visual indication on the annunciator panel when the passenger door or cargo door are not securely latched and the battery switch is in the on position. The switches are located just forward of the passenger and cargo door on the forward side of the fuselage frames.
Adjust Passenger and Cargo Door Warning Switches (Refer to Figure 201). (1) Determine if passenger or cargo door warning switch is out of adjustment. (2) Open passenger or cargo door to be adjusted. (3) Remove plug button (12) in forward passenger or cargo door jamb (13). (4) Position battery switch to ON. (5) Insert a small screwdriver through hole in door jamb and turn adjustment screw (11) counterclockwise to move switch (1) aft. This will cause the light in the annunciator to extinguish sooner when moving the door latch handle from open to the locked position. (6) Turn adjustment screw (11) clockwise to move switch (1) forward. This will cause the light in the annunciator to extinguish later when moving the door latch handle from open to the locked position. (7) Adjust door. (a) Close door and move latch handle towards the locked position. Door warning annunciator shall extinguish when handle lock ball is 1.50 to 2.12 inches between handle plunger and detent in catch plate. Adjust as required. (8) After final adjustment, replace plug button (12) in door jamb. (9) Position battery switch to OFF.
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MODEL 208 MAINTENANCE MANUAL
A22262
MODEL 208 AND 208B PASSENGER
A
AND 208B SUPER CARGOMASTER 1. 2. 3. 4. 5. 6. 7. 8. 9.
10.
SWITCH NUT SCREW BRACKET WASHER NUT ADJUSTMENT SCREW SHAFT DOOR FRAME ELECTRICAL WIRE ELECTRICAL WIRE
A 3 >
2610X1016 A26182002
Door Warning Switch Installation Figure 201 (Sheet 1)
52-71-00 © Cessna Aircraft Company
Page 202 Mar 1/1999
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22263
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SWITCH ADJUSTMENT SCREW PLUG BUTTON DOOR JAMB AA26141053
Door Warning Switch Installation Figure 201 (Sheet 2)
52-71-00 © Cessna Aircraft Company
Page 203 Mar 1/1999
CHAPTER
FUSELAGE
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES PAGE
DATE
53-00-00
Page 1
Aug 1/1 995
53-10-00
Pages 1-5
Aug 1/1 995
53-20-06
Pages 201-203
Decl1/2006
53-21 -00
Pages 201 -204
Aug 1/1995
CHAPTER-SECTION-SUBJECT 53-Title 53-List of Effective Pages 53-Record of Temporary Revisions 53-Table of Contents
53-22-00
Pages 1-2
Aug 1/1 995
53-23-00
Page 1
Aug 1/1 995
53-25-00
Pages 201 -202
Aug 1/1 995
53-50-00
Pages 201 -202
Aug 1/1 995
53 - LIST OF EFFECTIVE PAGES ©Cessna Aircraft Company
Page 1of 1 Decl1/2006
RECORD OF TEMPORARY REVISIONS Temporary Revision Number
Page Number
Issue Date
By
Date Removed
By
CESSNA AIRCRAIFT COMPANY
MODEL 208
MAINTENANCE MANUAL
CONTENTS FUSELAGE - GENERAL ............................. Scope.................................... Tools, Equipment and Materials........................ Definition ..................................
53-00-00 53-00-00 53-00-00 53-00-00
FUSELAGE - DESCRIPTION AND OPERATION .................. General................................... Description ................................. CARRY-THRU BULKHEAD FITTINGS - MAINTENANCE PRACTICES ........ General................................... Bolt Replacement ..............................
53-10-00 Page 1 53-10-00 Page 1 53-10-00 Page 1
FLOORBOARDS AND ACCESS PLATES - MAINTENANCE PRACTICES....... General................................... Tools, Equipment and Materials........................ Floorboard Removal/installation (Passenger Airplanes) ............. Floorboard Removal/Installation (Cargo Airplanes) ............... Access Plate Removal/Installation (Passenger Airplanes) ............ Access Plate Removal/installation (Cargo Airplanes and Optional on 208B Passenger)................................ PEDESTAL - DESCRIPTION AND OPERATION................... General................................... Description ................................. PLATES/SKIN - DESCRIPTION AND OPERATION ................. General...................................
Page Page Page Page
1 1 1 1
53-20-06 Page 201 53-20-06 Page 201 53-20-06 Page 201 53-21 -00 53-21 -00 53-2 1-00 53-21 -00 53-21 -00 53-21 -00
Page Page Page Page Page Page
201 201 201 201 201 201
53-2 1-00 Page 204 53-22-00 Page 1 53-22-00 Page 1 53-22-00 Page 1 53-23-00 Page 1 53-23-00 Page 1
SEAT RAILS - MAINTENANCE PRACTICES .................... General................................... Flight Compartment Seat Rail Removal/Installation ............... Passenger Seat Rail Removal/Installation ...................
53-25-00 53-25-00 53-25-00 53-25-00
TAIL STINGER - MAINTENANCE PRACTICES ................... General................................... Stinger Removal/installation .........................
53-50-00 Page 201 53-50-00 Page 201 53-50-00 Page 201
53 - CONTEI 4TS ©Cessna Aircraft Company
Page 201 Page 201 Page 201 Page 201
Page 1 of 1 Decl1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL FUSELAGE - GENERAL 1.
Scope A.
2.
This chapter describes structural units and associated components which make up the compartments for equipment, passengers, crew and cargo.
Tools, Equipment and Materials
NAME
NUMBER
MANUFACTURER
USE
Scotch Speed Tape
Y435-3M
3M Co. Industrial Tape Division 3M Center St.Paul, MN 55101
To tape across openings in cargo compartment area.
3.
Definition A.
This chapter is divided into sections to aid maintenance personnel in locating information. Consulting the Table of Contents will further assist in locating a particular subject. A brief definition of the sections incorporated in this chapter is as follows: (1) The section on interior floorboards and attach fittings provides description, removal and installation procedures on cockpit, cabin and cargo floorboards, as well as fixtures attached to the floorboards. (2) The section on aerodynamic fairings provides removal and installation procedures for external fairings.
53-00-00 © Cessna Aircraft Company
Page 1
Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL FUSELAGE - DESCRIPTION AND OPERATION 1.
General A.
2.
This section describes the fuselage structure of the 208 and 208B airplanes in both the passenger and cargo configurations.
Description NOTE: A.
B.
C.
Refer to Figure 1 for a description of the major sections and fuselage station (FS) locations. The fuselage is of all- metal, semi-monocoque construction, with the skin carrying a portion of the structural load. The fuselage consists of the forward section, center section, tailcone section and stinger. Construction consists of formed bulkheads, longitudinal stringers, reinforcing channels and skins. (1) The fuselage forward section consists of the instrument panel, pedestal, left sidewall circuit breaker panel, seat rails, floorboards, access plates and two avionic equipment racks. One is located behind the right side instrument panel and the other is located under the copilot's floorboard. (2) The center section contains cargo/passenger compartment structures, floorboards, seat rails and access plates. (3) The tail cone section contains the oxygen cylinder, oxygen filler valve access plate, flight control cables, emergency locator transmitter, baggage partition, access plates and stinger. On the 208 and 208 Cargomaster, the fuselage forward section is all the fuselage structure from FS 100.00 to FS 166.45; the center section is from FS 166.45 to FS 284.00; and the tail cone section is from FS 284.00 to FS 427.88. On the 208B, 208B Super Cargomaster and 208B Passenger airplanes, the fuselage forward section is all the fuselage structure from FS 100.00 to FS 166.45; the center section is from FS 166.45 to FS 332.00; and the tail cone section is from FS 332.00 to FS 475.88. NOTE:
D.
E.
Refer to Figure 2 for an illustration of fuselage main frames. The main frame of the airplane fuselage includes transverse frames (bulkheads), formers, longerons, stringers, carry-thru spars and frames around openings. (1) The auxiliary structure consists of avionics equipment racks, floorboards, access plates and the pedestal. (2) The avionic equipment rack is located in front of the copilot's seat, just forward of the door post. Attach fittings are provided on the fuselage for the horizontal stabilizer, wings, landing gear and seats. Carry-thru spars are provided through the fuselage for attachment of wings. Refer to appropriate chapters for a more complete description of how these attach fittings interface with the various components.
53-10-00 © Cessna Aircraft Company
Page 1
Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22223
FS 427.88
FS 100.00
FS 166.45
FS 284.(
TAIL SECTION FORWARD SECTION
SEI
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SECTION
SECTION MODEL 208
FS 427.88
FS 100.00
FS 166.45
FS 284.00
STINGER SECTION
I FORWARD SECTION
CENTER SECTION MODEL 208 CARGOMASTER 26103003 26102005
Fuselage Sections Figure 1 (Sheet 1)
53-10-00 © Cessna Aircraft Company
Page 2
Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A22224
FS 475.88
FS 100.00
FS 332.00
FS 166.45
3ER 'ION SECTION ENTER FORWARD SECTION
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MODEL 208B SUPER CARGOMASTER
FS 475.88
FS 100.00
FS 166.45
FS 332.0
TAIL SECTION
FORWARD SECTION
ER SECTION
3ENTER SECTION MODEL 208B PASSENGER
26101001 26103003
Fuselage Sections Figure 1 (Sheet 2)
53-10-0 0 © Cessna Aircraft Company
Page 3 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A2222
MODEL 208 PASSENGER
STRINGER CARRY-THRU
DOOR FRAME LONGERON
CAF
BULKHEAD
MODEL 2( CARGOM, CARGO DOOR FRAME LONGERON
WING STRUT ATTACH PILOT DOOR FRAME 2610X1017 26104003
WINDSHIELD FRAME Fuselage Main Frame Figure 2 (Sheet 1)
53-10-00 ©Cessna Aircraft Company
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Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22226
MODEL
208B
E
LONGERON
WING STRUT ATTACH
PILOT DOOR FRAME v|lll--Vl
II|--LL
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1 2610X1020
Fuselage Main Frame Figure 2 (Sheet 2)
53-10-00 © Cessna Aircraft Company
Page 5
Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL CARRY-THRU BULKHEAD FITTINGS
I
-
MAINTENANCE PRACTICES
1.General A. Supplemental inspections 53-20-03 and 53-20-06 require inspection of certain bolt holes for cracks by the eddy current method. Because access to the nuts for torquing is limited, the production configuration of the bolts and nuts may not be practical for reinstallation of the bolts. B. 2.
Bolt Replacement A.
I
This procedure allows and provides a method of installation of bolts that will make installation easier.
This procedure does not identify the correct part number bolt for each installation. It is the responsibility of the technician to correctly identify each bolt removed and reinstall the correct part number.
CAUTION: During the inspection of the bolt holes it is critical that only one bolt be removed at a time. Complete the inspection for one hole and then install the bolt before you remove the next bolt. This will help prevent damage to the fittings. B.
Replace bolt (Refer to Figure 201). (1) Figure 201 illustrates the bolts to be inspected, and shows the production configuration of the bolts. (2) You can install each bolt shown with the head on the opposite side. (3) Because the clearance between the bulkhead frames is limited for inserting the short bolts that were removed, the following is suggested: (a) From the outside of the bulkhead, insert a segment of safety wire until the end is visible. (b) Attach the end of the wire to the tip of the bolt with 5-minute epoxy or similar material. (c) Allow the epoxy to cure, and use the wire to guide the bolt through the bolt hole. (d) Install nuts and washers and torque as required to standard torque.
53-20-06 0 Cessna Aircraft Company
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CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
C
FORWARDDEAL
DTI
CARRY-THRU BULKH EAD
ire
AFT CARRY-THI BULKHEAD
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DETAIL
261017001 A2613R3012 B2613R3014
B
Bolt Identification Figure 201 (Sheet 1)
53-20-06 ©Cessna Aircraft Company
Page 202 Decl1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
A60227
k
VIEW A-A MODEL 208
VIEW A-A MODEL 2086 RIGHT SIDE SHOWN
LEFT SIDE OPPOSITE
VIEW B-B
C2613R3003 AA2613R1001 B82613T1017
MODEL 208 Bolt Identification Figure 201 (Sheet 2)
53-20-06 C Cessna Aircraft Company
Page 203 Decl1/2006
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL FLOORBOARDS AND ACCESS PLATES - MAINTENANCE PRACTICES 1.
General A.
2.
Tools, Equipment and Materials A.
3.
4.
This section provides removal and installation instructions for floorboards and access panels used in the cargo and passenger airplanes.
For a list of required tools, equipment and materials, refer to Fuselage - General.
Floorboard Removal/Installation (Passenger Airplanes) A.
Remove Floorboards (Refer to Figure 201). (1) Remove crew and commuter/utility seats. Refer to Chapter 25, Flight Compartment Maintenance Practices and Chapter 25, Passenger Seats - Maintenance Practices. (2) Remove vinyl floor covering. (3) Remove attaching screws and remove access plates. (4) Remove rivets, as required, securing floorboards to floor supports, and remove floorboards.
B.
Install Floorboards (Refer to Figure 201). (1) Position floorboards to airplane, and install rivets securing floorboards to floor supports. (2) Position access plates and tighten screws. (3) Install vinyl floor covering. (4) Install crew and commuter/utility seats. Refer to Chapter 25, Flight Compartment - Maintenance Practices and Chapter 25, Passenger Seats - Maintenance Practices.
Floorboard Removal/Installation (Cargo Airplanes) A.
Remove Floorboards (Refer to Figure 201). (1) Remove crew seats. Refer to Chapter 25, Flight Compartment - Maintenance Practices. (2) Remove screws securing plywood floorboard coverings in cargo area, and remove coverings. NOTE: (3) (4) (5)
B.
5.
Note dimensions of tape over access openings under plywood floorboard coverings and install tape of the same size on reinstallation, with a minimum of 0.60 inch overlap.
Remove tape from access openings. Remove screws securing access plates in flight crew area, and remove plates. Remove rivets, as required, securing floorboards to floor supports and remove floorboards.
Install Floorboards (Refer to Figure 201). (1) Position floorboards to airplane and install rivets securing floorboards to floor supports. (2) Position access plates and install screws. (3) Tape access openings in cargo compartment with Scotch Speed Tape, using a minimum of 0.60 inch overlap. (4) Position plywood floorboard coverings and secure with screws. (5) Install crew seats. Refer to Chapter 25, Flight Compartment - Maintenance Practices.
Access Plate Removal/Installation (Passenger Airplanes) A.
Remove Access Plates (Refer to Figure 201). (1) Remove crew and commuter/utility seats. Refer to Chapter 25, Flight Compartment Maintenance Practices and Chapter 25, Passenger Seats - Maintenance Practices. (2) Remove vinyl floor covering. (3) Remove attaching screws and remove access plates.
B.
Install Access Plates (Refer to Figure 201). (1) Position access plates in fuselage and tighten using screws. (2) Install vinyl floor covering. (3) Install crew and commuter/utility seats. Refer to Chapter 25, Flight Compartment - Maintenance Practices and Chapter 25, Passenger Seats - Maintenance Practices.
53-21-00 © Cessna Aircraft Company
Page 201 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22
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SEAT RAIL PLYWOOD PANELS
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2.
WDE//TAI////// DETAIL C
SEAT RAIL
I
DETAIL B
A2611X1027 B2611X1027 C2611X1027
Floorboard Access Plates and Seat Rails Figure 201 (Sheet 1)
53-21-00 © Cessna Aircraft Company
Page 202 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
A22228
C
FLOORBOARD
A
MODEL 208B AND OPTIONAL 208B PASSENGER
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Floorboard Access Plates and Seat Rails Figure 201 (Sheet 2)
53-21-00 © Cessna Aircraft Company
Page 203 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208
MAINTENANCE MANUAL
6.
Access Plate Removal/Installation (Cargo Airplanes and Optional on 208B Passenger) A. Remove Access Plates (Refer to Figure 201). (1) Remove crew seats. Refer to Chapter 25, Flight Compartment - Maintenance Practices. (2) Remove screws securing plywood floorboard coverings in cargo area, and remove coverings. NOTE: (3) (4) B.
Note dimensions of tape over access openings under plywood floorboard coverings and install tape of the same size on reinstallation, with a minimum of 0.60 inch overlap.
Remove tape from access openings. Remove screws securing access plates in flight crew area, and remove plates.
Install Access Plates (Refer to Figure 201). (1) Position access plates in fuselage and tighten using screws. (2) Tape access openings in cargo compartment with Scotch Speed Tape, using a minimum of 0.60 inch overlap. (3) Position plywood floorboard coverings and secure with screws. (4) Install crew seats. Refer to Chapter 25, Flight Compartment - Maintenance Practices.
53-21-00 © Cessna Aircraft Company
Page 204 Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL PEDESTAL - DESCRIPTION AND OPERATION 1.
General A.
2.
This section provides a description of the cockpit mounted pedestal.
Description A.
The pedestal is located in the flight compartment between crew seats. The pedestal contains flight controls, power levers, flap control, propeller feather, fuel lever, emergency power lever and flood lights which illuminate the lower center portion of the instrument panel. The pedestal incorporates removable access plates which allow access to various controls. (1) For removal and installation of flight controls, refer to Chapter 27, Flight Controls - General. (2) For removal and installation of fuel shutoff, refer to Chapter 28, Fuel - General. (3) For removal and installation of engine controls, refer to Chapter 76, Engine Controls - General.
B.
Refer to Figure 1 for an illustration of the pedestal.
53-22-00 © Cessna Aircraft Company
Page 1
Aug 1/1995
CESSNA AIRCRAFT COMPANY
MODEL 208 MAINTENANCE MANUAL
n
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