on the connectors. Wrap moisture proof tape over the exposed  ends of connectors to protect them from dirt and moisture.  Also, do not leave long electrical cables or conduits hanging  loose, since they may become entangled with some part of the  aircraft while the engine is being hoisted. It is a good practice  to coil all lengths of cable or flexible conduit neatly, and tie  or tape them to some portion of the assembly being removed. The engine control rods and cables connect such units as the  carburetor or fuel control throttle valve and the mixture control  valve with their manually actuated control in the cockpit.  The controls are sometimes disconnected by removing the  turnbuckle that joins the cable ends.  [Figure 8-6]  A typical reciprocating engine control linkage consisting of a control  rod attached to a bell crank is illustrated in  Figure 8-7. The control rod in the linkage shown has two rod-end  assemblies, a clevis, and an eye screwed onto opposite ends.  These rod-end assemblies determine the length of the control  rod by the distance they are screwed onto it, and they are  locked into position by cheek nuts. An antifriction bearing is  usually mounted in the eye end of a rod. This eye is slipped  The lines between units within the aircraft and the engine  are either flexible hose or aluminum-alloy tubes joined by  lengths of hose clamped to them. Lines that must withstand  high pressure, such as hydraulic lines, are often made of  stainless steel tubing. Sometimes linkage assemblies do not include the antifriction  bearings and are held in position only by a washer and cotter  pin in the end of a clevis pin that passes through the bell  crank and rod end. After the engine control linkages have  been disconnected, the nuts and bolts should be replaced in  the rod ends or bell crank arms to prevent their being lost.  All control rods should be removed completely or tied back  to prevent them from being bent or broken if they are struck  by the replacement engine or QECA as it is being hoisted. over a bolt in the bell crank arm and is held in position by  a castle nut safety with a cotter pin. The clevis rod end is  slipped over the end of a bell crank arm, which also usually  contains an antifriction bearing. A bolt is passed through the  clevis and the bell crank eye, fastened with a castle nut, and  safetied with a cotter pin. Disconnection of Engine Controls Disconnection of Lines Clevis Control rod Checknuts Bellcrank Eye Figure 8-6.  Engine control cable and turnbuckle assembly.  Figure 8-7.  Engine control linkage assembly.  8-8