Home

NOTICE - Prairie Aircraft

1. 261811417 Figure 7 4 208BPHBUS 00 U S 7 19 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 CAS MESSAGES 1 2 OIL PRESS LOW RED Indicates engine oil pressure is less than 40 psi VOLTAGE LOW RED Indicates electrical system bus voltage is less than 24 5 volts and power is being supplied from the battery VOLTAGE HIGH RED Indicates electrical system bus voltage is greater than 32 0 volts ENGINE FIRE RED Indicates an excessive temperature condition and or fire has occurred in the engine compartment RSVR FUEL LOW RED Indicates the fuel level in the reservoir tank is approximately one half or less There is adequate fuel in the fuel reservoir for approximately 3 minutes of maximum continuous power or approximately 9 minutes at idle power EMERG PWR LVR RED Indicates when the Emergency Power Lever is out of the stowed Normal position prior to and during the engine start ITT in the OFF and STRT modes ONLY FUEL SELECT OFF RED Indicates left and right fuel selectors are both OFF at any time or left fuel selector is OFF when right tank is low or right fuel selector is OFF when the left tank is low or that either left or right selectors are OFF when starter switch is ON It can also indicate that the FUEL SEL WARN circuit breaker has been pulled GENERATOR OFF AMBER Indic
2. 7 65 Firewall Fuel Shutoff Valve 7 66 Fuel Tank 5 5 7 66 Fuel Selectors off Warning 7 66 Fuel Boost Pump 7 66 Fuel Flow 7 67 Fuel Quantity Indicators 7 67 Wing Tank Fuel Low CAS Message 7 67 Reservoir Fuel Low CAS 7 68 Fuel Pressure Low Warning CAS Message 7 68 Fuel Boost Pump On CAS 7 68 Drain ValVes is uud Ce ERO S 7 68 mU EB CL EEUU 7 69 Fuel Pump Drain 7 69 2 5 Pwd did ere Chat n acc oaa toon 7 70 Electrical 5 7 71 Standby Electrical 7 71 Generator Control Unit 7 72 Ground Power 7 72 Battery 5 7 72 Starter SWIICIY ue poe Rd 7 73 Ignition nen ph Seas AU RC d 7 73 Generator Switch 7 73 Standby Alternator Power Switch
3. 7 19 CAS MOSSSIBS rreo i ERAN eS 7 20 Ground San eee 7 22 Minimum Turning Radius 7 23 Wing Flap System 7 24 Landing Gear System 7 25 Baggage Cargo 7 26 Sedis dave aus haere es a expla Moss eee Es 7 26 Pilot s Copilot s 7 26 Aft Passengers Seat Commuter Passenger Version 7 27 Aft Passengers Seat Utility Passenger Version 7 27 Headrests RO EI M Gr 7 27 Seat Belts and Shoulder Harnesses figure 7 28 Seat Belts and Shoulder Harnesses 7 31 Seat Belts Strap and Shoulder Harnesses Pilot and Copilot s REDE kk 7 31 Cabin EnttyDoOLsss e tib 7 33 Crew Entry 5 7 33 Passenger Entry Door Passenger Version Only 7 34 Continued Next Page 208BPHBUS 00 U S 7 1 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 TABLE OF CONTENTS Continued Page Cargo DJODIS te See AND aches ey 7 37 Cabin Windows 7 39 Control EOCKS p 922 n pogisa s EARS EORR PRIOR 7 39 ENGINE ee
4. 5 3 Sample Problem 5 4 teorica Aa b d S am 5 5 CRUISE oe ecrit Oy ee a dae 5 6 F el ISequired Ce etg Nd ex rav Qe oC ac 5 6 e ceat teet ne dM ES CAE ee stes uc eri als 5 8 Airspeed Calibration Normal Static 5 9 Airspeed Calibration Alternate Static Source 5 10 Altimeter Correction Alternate Static Source 5 11 Pressure 5 5 12 Temperature Conversion 5 13 ISA Conversion and Operating Temperature Limits 5 14 Stall i vade nes m d Eo RR ara dies a acc 5 15 Wind 5 16 Maximum Engine Torque for 5 17 Maximum Engine Torque for 5 18 AIRPLANES WITH CARGO POD INSTALLED Short Field Takeoff Distance 5 19 Flaps UP Takeoff 5 24 Rate of Climb Takeoff Flap Setting 5 27 Climb Gradient Takeoff Flap Setting 5 28 Maximum Rate of Climb Flaps 5 29 Climb Gradient Takeoff Flaps 5 30 Cruise Climb Flaps UP 115 KIAS
5. PRESS 3 2 PRESS 4 PFD ADI CONFIRM BOTH ON ADC is displayed on both PFDs IF PILOT PFD AND STANDBY AIRSPEED AGREE COPILOT PFD DIFFERS 2 Pilotand Copilot ALTITUDE NOTE IF ALTITUDES AGREE 3 Airspeed 120 KIAS MINIMUM on slowest indicator 4 Monitor all three airspeed indicators during changes in power setting or altitude to determine which indicators are inaccurate Indications of inaccurate airspeed include a change in indicated airspeed when power changed and altitude maintained b Indicated airspeed increases when climbing or decreases when descending 5 Use SENSOR REVERSION to select most accurate ADC on the affected PFD 6 Airspeed RESUME NORMAL SPEEDS IF ALTITUDES DO NOT AGREE 3 Refer to Abnormal Procedures ALT MISCOMP procedure to determine most accurate ADC FAA APPROVED 13 56 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES PITCH ROLL HEADING MISCOMPARE Amber PIT ROLL HDG MISCOMP INDICATION PFD This message is displayed when the G1000 detects a difference between the pilots and copilot s attitude or heading information displayed in the upper right of the PFD Refer to GARMIN G1000 Cockpit Reference Guide for additional information PITCH OR ROLL MISCOMP INDICATION 1 Refer to S
6. 100 0 118 0 155 4 188 7 246 8 282 0 307 0 332 0 356 0 a ee 5 3e gt 2 T m um LQ O 3 gt i O ZEE dE c N N QN EN z 2 SEATING FOR CARGO MISSION 260571091 NOTE 1 Pilot or front passenger center of gravity on adjustable seats positioned for an average occupant with the seat locking pin at Fuselage Station 145 0 Numbers in parentheses indicate forward and aft limits of occupant center of gravity range 2 Cargo area center of gravity in Zones 1 thru 6 based on the mid point of the zone 3 The forward face of the raised floor Fuselage Station 332 0 can be used as a convenient reference point for determining the location of occupant or cargo Fuselage Stations 4 When a cargo barrier is installed two place Commuter seat 4 and 5 or individual Commuter seats 3 and 4 must be removed Mission requirements will dictate if any aft passenger seating is to remain installed Figure 6 11 Sheet 2 208BPHBUS 00 U S 6 37 55 MODEL 208 51000 CABIN INTERNAL LOADING ARRANGEMENTS PASSENGER VERSION SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST A71511 Sc S EL 0 004 WHV 9o jueuijeoe d 5 10 yeas uo eas jo e H39N3SSVd LAV 0L YALNWWODS 39v ld LL
7. 100 115 KIAS Normal Approach Flaps FULL 75 85 KIAS Short Field Approach Flaps FULL 78 KIAS Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 3 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 AIRSPEEDS FOR NORMAL OPERATION Continued BALKED LANDING Takeoff Power Flaps 20 80 KIAS MAXIMUM RECOMMENDED TURBULENT AIR PENETRATION SPEED ek etes cM Ba neal 148 KIAS 300 P OUS 55552 Vack se meee Eee Sue 137 KIAS 5290 POUNGS 125 KIAS 5000 lt 112 KIAS MAXIMUM DEMONSTRATED CROSSWIND VELOCITY Takeoff or 0 20 KNOTS FAA APPROVED 4 4 US 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES PREFLIGHT INSPECTION WARNINGS WARNING Visually check airplane for general condition during walk around inspection and remove any inlet exit or exhaust covers If cargo pod is installed check its installation for security during the walk around inspection Use of a ladder will be necessary to gain access to the wing for visual checks refueling operations checks of the stall warning and pitot heat and to reach outboard fuel tank sump drains t is the pilot s responsibility to ensure that the airplane s fuel supply is
8. 5 31 Rate of Climb Balked 0 5 32 Time Fuel and Distance to Climb Maximum Rate of Climb 5 33 Time Fuel and Distance to Climb Cruise Climb 115 KIAS 5 34 Continued Next Page FAA APPROVED 208BPHBUS 00 U S 5 1 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 TABLE OF CONTENTS Continued Page Cruise 5 35 Cruise Maximum Torque 5 46 Fuel and Time Required Maximum Cruise Power 40 200 NM 5 53 Fuel and Time Required Maximum Cruise Power 200 1000 NM 5 54 Fuel and Time Required Maximum Range Power 40 200 NM 5 55 Fuel and Time Required Maximum Range Power 200 1000 NM 5 56 Range Profiles vice 21 ews ee oes Re 5 57 Endurance 5 58 Time Fuel and Distance to Descend 5 59 Short Field Landing 5 60 Airplanes Without Cargo Pod Short Field Takeoff 5 65 Flaps UP Takeoff 5 70 Rate of Climb Takeoff Flap 5 73 Climb Gradient Takeoff Flap Setting 5 74 Maximum Rate of Climb Flaps 5 75 Climb Gradient Takeoff Flaps
9. KR RRR RRR ERR KERR KKK KKK IRERRE RRR ERR ERR KERR KKK KKK KKK KKK KKK 9 9 NCR HK 014601400 0 914 KK SSA PORSCHE KIO 94601400 S SRE KR ROKK KR 009 0 OO OQ 009 0 OO OQ 00 SSNS 9 PRR o OO OQ O0 O0 OQ 009 009 0 0006 009 009 00 90 KORN CORO O0 Oe 0090009 00 005 0050 00 0000 SNS KK POR KR 0 ORO 000 005 009 90 000 KR KR 00 005 00 9 909000 RRR KD BERS ER HK IKI HK 0909090 09090 00 90 90 90 90 00 90 909 eate HK o4 0 0 010 0140014 0 S OO Oeo o RK REO K KKK RK OU OQ 009 OQ 00 SEER ORO KR K 009 009 C 0000 009 009 000 0 0006 00 RK RK RRR KK RK KKK ROY SRR ORR KR KR RHR KK 9 00 00 6 900 9 9090 0 0 009 9090 RRR RRR RRR RRR RRR KR RR ON ROH PRR RR ROKR RK RRR RK RRR HR OY RK RK R RK 00009050 009090 9000 905 00 690 900 905 00 KKK 0 909 9 59565050665060 05605060 060 066505066506060550500500 050506656 060 060 06660 OSH IHR IRIN 9 909090 00 90 90 90 0 0901 9 05690 94 90 9050909090 490 9000 909090 490 0 90 0 00 06 000 009 00 9 0 000 009 00 9 0 000 000 RRR o O09 Oe O06 009 SRR RRR LKR KR 0 010 014 0 KKK RR KOK ROKK 0146 PORES RR RRR SSS 4 0 RK 01400 SSSA 55550566655 606656 00 066 06656 0090606066565569060906605650906090666 SORE RR RRR KR KR RK 005 000 NSA ISR OQ OQ o OO KR ROKR RR RK KR KR RR OQ EREIN 0
10. 60 2 eB EE EE 5_ 20 40 2 EE Distance Nautical Miles NOTE 1 Fuel required includes the fuel used for engine start taxi takeoff maximum climb from sea level descent to sea level and 45 minutes reserve Time required includes the time during a maximum climb and descent 2 With INERTIAL SEPARATOR in BYPAS increase time by 196 and fuel by 2 or CABIN HEAT ON increase time by 1 and fuel by 396 Figure 5 22 Sheet 1 of 2 208BPHBUS 01 U S 5 55 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED FUEL AND TIME REQUIRED MAXIMUM RANGE POWER 200 1000 Nautical Miles CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL 2400 b 4 o 2 5 8 1200 LL 800 o 400 5 B e 2 5 2 60 7 t 20 H E 0 20 gt 40 oz 60 Se MM 474 Miles NOTE 1 Fuel required includes the fuel used for engine start taxi takeoff maximum climb from sea level descent to sea level and 45 minutes reserve Time required includes the time during a maximum climb and descent 2 With INERTIAL SEPARATOR in BYPAS increase time by 1 and fuel by 2 or CABIN HEAT ON increase time by 1 and fuel by 3 Figure 5 22 Sheet 2 5 56 U S 208BPHBUS 01 55 SECTION 5 MODEL 208 51000 PERFORMANCE CARGO POD INSTALLED RANGE PROFILE 45 MINUTES R
11. 1 Do not exceed torque limit for takeoff per MAXIMUM ENGINE TORQUE FOR TAKEOFF chart When ITT exceeds 765 C this power setting is time limited to 5 minutes 2 With climb power set below the torque limit decrese rate of climb by 20 FPM for INERTIAL SEPARATOR set in BYPASS and 45 FPM for CABIN HEAT ON 3 Where rate of climb values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those rates of climb which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 29 FAA APPROVED 208BPHBUS 00 U S 5 73 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD CLIMB GRADIENT TAKEOFF FLAP SETTING CONDITIONS Takeoff Power Zero Wind 1900 RPM INERTIAL SEPARATOR NORMAL Pressure imb limb Gradient Feet Nautical Mile weight il Atitude Speed 730 8750 8300 Feet KIAS 10 NOTE 1 Do not exceed torque limit for takeoff per MAXIMUM ENGINE TORQUE FOR TAKEOFF chart When ITT exceeds 765 this power setting is time limited to 5 minutes 2 With climb power set below the torque limit decrese climb gradient by 10 FT NM for INERTIAL SEPARATOR set in BYPASS and 30 FT NM for CABIN HEAT ON 3 Where climb gradient values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those climb gradients
12. PULL second row third breaker from aft end RDNGLIGHT Circuit Breaker PULL third row second breaker from aft end m RADAR Circuit PULL AVN BUS 1 second row sixth breaker from left side n AVIONICS No 2 OFF 11 BATT 5 VERIFY BELOW 45 AMPS 12 TERMINATE as soon as possible as described in Emergency Landing Without Engine Power FAA APPROVED 208BPHBUS 00 U S 3 9 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 ENGINE FLAMEOUT DURING FLIGHT IF GAS GENERATOR SPEED IS ABOVE 50 1 d a oed whee Shee LESS IDLE 2 IGNITION Switch tiene och be e tet da ON AFTER SATISFACTORY RELIGHT AS EVIDENCED BY NORMAL ITT AND Ng 8 POWER tise eee AS DESIRED 4 IGNITION Switch a2 els Steet tcs NORM if cause of flameout has been corrected IF GAS GENERATOR SPEED IS BELOW 50 5 FUEL CONDITION CUTOFF 6 Refer to Airstart checklists for engine restart AIRSTART es ASSIST Preferred Procedure BALTERY SWICI utadra mo ERIS ELS RR ON AVIONICS No 1 Switch ON oe Electrical d vie tee ERR REDUCE STBY ALT PWR Switch OFF b AV
13. dnyoeg enbao dnyoeg Jeyeuuniv dnyoeg epnimy dnyoeg peedsury ssedwoy oneuDe N Je 041u02 10Jrdoiny Aeidsig uonounJ niniw Jeued oipny 101 Aeidsiq 10614 eued YMS AN CN CN CN ON CO OM O OD Jeueg Figure 7 2 Sheet 1 of 2 208BPHBUS 00 U S 7 16 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION LEFT SIDEWALL SWITCH AND CIRCUIT BREAKER PANEL Most of the engine control switches and non avionics circuit breakers are located on a separate panel mounted on the left cabin sidewall adjacent to the pilot Switches and controls on this panel are illustrated in the Typical Left Sidewall Switch and Circuit Breaker Panel figure For details concerning the instruments switches and controls on this panel refer to the ELECTRICAL EQUIPMENT descriptions in this section OVERHEAD PANEL The overhead panel located above and between the pilot and copilot contains fuel selector controls oxygen control and pressure gage vent outlets and controls overhead lighting and standby flap controls Equipment mounted on this panel is illustrated in the Overhead Panel figure For details concerning the instruments switches and controls on the overhead panel refer in this section to th
14. 3250 2 en Zi 1 d B i 6500 3000 2 o S 6000 HM Talot 2750 lt 5500 Loon 2500 lt 9 To prevent loading beyond the aft C G 8 9 limit loadings which result in the 79 5000 falling within shaded be used 2250 S only if an accurate C G determination 4500 has been obtained for that loading 2000 4000 175 180 185 190 195 200 205 Airplane C G Location Inches Aft of Datum STA 0 0 WARNING It is the responsibility of the pilot to make sure that the airplane is loaded correctly Operation outside of prescribed weight and balance limitations could result in an accident and serious or fatal injury Figure 6 17 208BPHBUS 00 U S 6 51 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 CENTER OF GRAVITY MOMENT ENVELOPE AT2477 Loaded Airplane Moment 1000 Kilogram Millimeters 7000 8000 9000 10 00011 00012 000 13 000 14 000 15 00016 000 17 00018 00019 00020 000 Loaded Airplane Weight Pounds 00 80 400 000 7 0 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 Loaded Airplane Moment 1000 Pound Inches WARNING Because loading personnel may not always be able to achieve an ideal loading a means of protecting the C G envelope is provided by supplying an aft C G location warning shaded area between 38 33 mac and the maximum aft c g of 40 33 mac on the center of gravity
15. 7 73 Avionics Power Switches 7 74 Avionics Standby Power Switch 7 74 Avionics Bus Tie Switch 7 74 Typical Electrical System 7 75 Continued Next Page 208BPHBUS 00 U S SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 TABLE OF CONTENTS Continued Page External Power Circuit 5 Voltage and Amperage 5 Ground Service Plug Lighting Systems do obl Navigation e Taxi Recognition Lights Strobe LINIS enc tote e AS dra acd x aereo Flashing Beacon Courtesy Lights vs s ioi ooo RR E ee c Interior Lighting Garmin Displays Optional ADF and HF Displays lt Standby Indicator Control Switch Circuit Breaker Panel Control Knob Circuit Breaker Pedestal Overhead Panel Knob Left Flood Lighting Control Right Flood Light
16. DISCONNECT 9 Oxygen Filler Door if installed SECURE 10 Passenger Entry Door if installed CHECK condition and security FAA APPROVED 4 12 U S 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES RIGHT WING Trailing Edge utet oh Gd tes ne ean Ae CHECK verify condition and security PME aa CHECK verify condition and security 3 Flap Leading Edge Vortex Generators CHECK verify condition and security 4 Aileronand Trim CHECK verify condition and security 5 Static Wicks 4 CHECK verify condition 6 Fuel Tank CHECK verify no obstructions RIGHT WING Leading Edge WARNING e It is essential in cold weather to remove even the smallest accumulations of frost ice snow or slush from the wing and control surfaces To assure complete removal of contamination conduct a visual and tactile inspection up to two feet behind the protected surfaces at one location along the wing span as a minimum Also make sure the control surfaces contain no internal accumulations of ice or debris If these requirements are not performed aircraft performance will be degraded to a point where a safe takeoff and climb may not be possible Prior to any flight in known or forecast
17. OFF e CABIN Lights OFF fo STROBE Ei OFF g LDG and TAXI RECOG OFF NOTE Keep LDG and TAXI RECOG lights OFF until required for approach and landing Prior to landing only turn the LEFT LDG light ON to keep electrical load below limit hi VENT AIR iuo OFF i AIR CONDITIONING if installed OFF j CONT and GEN FIELD Circuit Breakers PULL top row last two breakers on forward end k RIGHT PITOT HEAT Circuit Breaker PULL second row third breaker from aft end RDNGLIGHT Circuit PULL third row second breaker from aft end m RADAR Circuit PULL AVN BUS 1 second row sixth breaker from left side n AVIONICS No 2 OFF BALIVAMPS o qe ex VERIFY BELOW 45 AMPS 10 TERMINATE as soon as possible refer to the appropriate FORCED LANDINGS procedure in this Section FAA APPROVED 3 26 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES ENGINE MALFUNCTIONS LOSS OF OIL PRESSURE Red OIL PRESS LOW CAS MSG 1 Pressure MONITOR CAUTION If oil pressure indications confirm warning CAS MSG proceed in accordance with Engine Failures checklis
18. PESCE 125 KIAS 01010A A SEE EE 112 KIAS Maximum Glide With Cargo Pod Without Cargo Pod 8750 Ibs 95 KIAS 97 KIAS 7500 Ibs 87 KIAS 90 KIAS 6250 Ibs 79 KIAS 82 KIAS 5000 Ibs 71 KIAS 74 KIAS Precautionary Landing Engine Power Flaps FULL 80 KIAS Landing Without Engine Power WING FLAPS Handle 100 KIAS WING FLAPS Handle 80 KIAS FAA APPROVED 208BPHBUS 00 U S 3 5 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 GENERAL OPERATING PROCEDURES GENERAL The operating procedures contained in this manual have been developed and recommended by Cessna Aircraft Company and are approved for use in the operation of this airplane This section contains the Emergency and Abnormal Procedures for your airplane For your convenience definitions of these terms are listed in Section Operating procedures in this airplane flight manual are organized into Emergency Abnormal and Normal Procedures Normal procedures are those recommended for routine day to day preflight flight and postflight operation and include expanded systems information and procedures Some checks as noted in the Limitations Section of this airplane flight manual are required to assure proper system integrity The Garmin G1000 Integrated Avionics System monitors most of the airplane systems for faults or failures and displays this information to the crew as messages in the Crew Alerti
19. FAA APPROVED 5 32 0 5 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED TIME FUEL AND DISTANCE TO CLIMB AXIMUM RATE OF CLIMB CONDITIONS Flaps UP Zero Wind 1900 RPM INERTIAL SEPARATOR NORMAL Climb From Sea Level Pressure 20 Below tandard 20 Above Altitude Standard Temperature Standard Feet me Dist i min Lbs N 0 0 Sea Level 4000 0 5 9 15 23 36 15 0 4 8 14 21 31 54 0 4 8 12 18 27 42 0 3 7 11 16 23 34 1 Torque set at 1865 foot pounds or lesser value must not exceed maximum climb ITT of 765 C or Ng of 101 6 2 Add 35 pounds of fuel for engine start taxi and takeoff allowances 3 With INERTIAL SEPARATOR set in BYPASS increase time fuel and distance numbers by 1 for each 2000 feet of climb and for CABIN HEAT ON increase time fuel and distance numbers by 1 for each 1000 feet of climb 4 Where time fuel and distance values have been replaced by dashes an appreciable rate of climb for the weight shown cannot be expected Figure 5 18 Sheet 1 of 2 208BPHBUS 01 U S 5 33 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED TIME FUEL AND DISTANCE TO CLIMB CRUISE CLIMB 115 KIAS CONDITIONS Flaps UP Zero Wind 1900 RPM INERTIAL SEPARATOR NORMAL Climb From Sea Level Pressure 20 Below Standard 20 Above Pounds Altitude Standard Temperature Standa
20. 0 10 1 1 1295 328 1 1 1 1865 422 1970 398 0 6 8 2 4 4 9 1 2 4 7 9 0 9 2 6 8 8 7 0 4 6 7 5 8 2 4 5 3 6 0 3 4 1 4 8 1 2 8 3 7 0 1 7 6 5 5 4 7 6 5 4 4 7 6 5 4 4 6 6 5 4 4 6 6 5 4 4 6 5 5 4 3 6 5 5 4 4 1 2 5 9 9 4 4 7 3 6 7 6 5 1 4 5 3 9 2 3 3 0 7 0 1 1 8 4 8 9 9 6 2 5 7 7 4 1 5 6 6 7 7 6 5 8 7 6 5 5 8 7 6 5 5 7 7 6 5 5 7 7 6 5 4 7 6 5 4 4 7 6 5 4 4 7 6 5 4 Figure 5 36 Sheet 4 5 84 U S 208BPHBUS 01 55 MODEL 208B 51000 CONDITIONS 8750 Pounds WITHOUT CARGO POD CRUISE PERFORMANCE INERTIAL SEPARATOR NORMAL CRUISE PRESSURE ALTITUDE 8000 FEET SECTION 5 PERFORMANCE NOTE Do not exceed maximum cruise torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM yep Torque Ft Lbs Q 1397 20 1260 1571 1400 1245 ue 338 316 364 336 311 Flow KTAS PPH 1 1 9 1488 1 1305 1670 1500 1295 Torque Ft Lbs ue Flow KTAS PPH 338 309 364 337 305 167 157 174 166 155 Torque Ft Lbs 1579 1400 1385 1 67 1600 1400 ue Flow KTAS PPH 338 310 308 364 337 308 1370 303 4 e A 4 5 4 1 4 4 2 7 1 2 3 0 6 9 1 1 8 4 7 9 0 5 2 6 7
21. ON to supply current for the starter motor 4 AVIONICS No 1 ON 5 FUEL SHUTOFF Knob OPEN push 6 FUEL BOOST 5 OFF WARNING If fire is suspected leave the FUEL BOOST switch OFF otherwise turn it ON to provide lubrication for the engine driven fuel pump elements Te STARTER oe MOTOR CAUTION Do not exceed the starting cycle limitations refer to Section 2 e Should a fire persist as indicated by sustained ITT close the FUEL SHUTOFF Knob and continue motoring the engine 8 STARTER Switch OFF FUEL ei dios OFF 10 AVIONICS No 1 OFF 11 FUEL SHUTOFF CLOSED pull out T2 BATTERY SWIG e DERE E OFF Allow the required cooling period for the starter before any further starting operation is attempted FAA APPROVED 208BPHBUS 00 U S 4 39 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 ENGINE IGNITION PROCEDURES For most operations the IGNITION Switch is left in the NORM position With the switch in this position ignition is on only when the starter switch is in the START position NOTE The use of ignition for extended periods of time will reduce ignition system component life The IGNITION Switch should be turned ON to provide continuous igniti
22. A nac etico ge tra Ez dex et ak a OMe ee Doe he wae 4 25 Normal open SERERE 4 25 Short Field Takeoff 4 26 Type 11 or Type IV Anti ice Fluid 4 26 Enroute Oi ox ua NE or obe db gue qa PARS 4 26 GIulse 2 spaa a eet role qtd ar a cfe eee Ro B es 4 26 Maximum Performance 4 27 CUISE v ceo det Da Mo Se aw ee 4 28 he qa d d SAE frag moan quA abu V M ated 4 28 d cioe RU C ERE uU 4 29 Landing 52 553 ua abe me aoe eee 4 29 Normal Landing 2e Rer mx 4 29 Short Field 4 30 Balked Landing m ween ees 4 30 Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 1 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 Table of Contents Continued Page After BANGING e qx acad a A ee 4 31 Shutdown and Securing 4 32 AMPLIFIED PROCEDURES Preflight 4 33 Before Starting 4 34 Starting ENGNG eh a e Roy Gs 4 36 Engine Clearing Procedures Dry Motoring 4 39 En
23. ON Continued Next Page FAA APPROVED 208BPHBUS 01 U S 4 23 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 BEFORE TAKEOFF Continued 17 18 19 4 24 Manual Electric Pitch Trim MEPT CHECK and SET a Push both sides of trim switch NOSE DOWN verify correct trim wheel and pointer movement Press AP DISC TRIM INTER Switch verify trim wheel stops moving b Push both sides of trim switch NOSE UP verify correct trim wheel and pointer movement Press AP DISC TRIM INTER Switch verify trim wheel stops moving c Verify pilot s trim switch command overrides copilot s trim switch command d Settrim as required within TAKEOFF band Known Icing System if installed PREFLIGHT COMPLETE see Systems Checks prior to any flight in icing conditions Ice Protection if installed AS REQUIRED PITOT STATIC HEAT ON when OAT is below 5 C 41 F b STALL HEAT ON when OAT is below 5 C 41 F c PROPHEAT ON when OAT is below 5 C 41 F INERTIAL SET Avionics and Radar SET FOR DEPARTURE Nav OUO toe Pee See SET FOR DEPARTURE BA Rg ete ee Bee edie E dus ON ALT s S TROBE unc oet EROS Pete isis dae ON Eo di es CHECK WING FLAPS Handle SET FOR TAKEOFF CABIN HEAT MIXING AIR Control FLT
24. RETRACT after reaching safe altitude and airspeed FAA APPROVED 4 30 US 208BPHBUS 00 55 MODEL 208B 51000 AFTER LANDING 1 WING FLAPS 2 Ice Protection if installed a PITOT STATIC HEAT b STALL HEAT 202s STEY ALT STROBE Lights LDG and TAXI RECOG Lights FUEL CONDITION Lever CAUTION SECTION 4 NORMAL PROCEDURES UM Care sates LOW IDLE when clear of the runway If the FUEL CONDITION Lever is moved past the LOW IDLE position and the engine moving the lever back to the LO N falls below 53 W IDLE position can cause an ITT over temperature condition If the engine has started to shutdown in this situation allow the engine to complete its shutdown sequence and proceed to do a normal engine start using the Starting Engine checklist FAA APPROVED 208BPHBUS 01 U S 4 31 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 SHUTDOWN AND SECURING AIRPLANE 1 4 32 PARKING BRAKE 3 occ 04 SET BLEED AIR HEAT VENTILATION FANS AIR CONDITIONING 220 cae m eu bet ROO IDLE te termina ant VPN a STABILIZED at minimum temperature for one minute PROP RPM
25. eer ae 3 79 Both on AHRS 1 2 25 5 3 79 AD AeA oe Keine 3 79 XSIDE AHRS ae EES UU qd Se om rd 3 80 Multi Function Display Fan 3 80 Primary Flight Display 1 Fan 3 80 Primary Flight Display 2 Fan 3 80 Inadvertent Opening of Airplane Doors in Flight 3 80 FAA APPROVED 208BPHBUS 01 U S 3 49 3 50 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES ABNORMAL LANDING LANDING WITH FLAT MAIN TIRE 1 FLY as desired to lighten fuel load 2 FUEL SELECTORS POSITION ONE SIDE OFF to lighten load on side of flat tire maximum fuel unbalance of 200 pounds 3 Approach NORMAL FLAPS FULL 4 INFLATED TIRE FIRST Hold airplane off flat tire as long as possible with aileron control 5 Directional Control MAINTAIN using brake on wheel with inflated tire as required LANDING WITH FLAT NOSE TIRE 1 Passengers and Baggage MOVE AFT if practical Remain within approved C G envelope 22 JADDIDSCI up x verser NORMAL FLAPS FULL 9 TOUCHOOWN sss con PED esas NOSE HIGH Hold nose wheel off as long as possible during roll
26. 4 54 FAA APPROVED 4 2 US 208BPHBUS 00 55 SECTION 4 MODEL 208B 51000 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation Normal procedures associated with optional systems can be found in Section 9 WARNING There is no substitute for proper and complete preflight planning habits and their continual review in minimizing emergencies Become knowledgeable of hazards and conditions which represent potential dangers and be aware of the capabilities and limitations of the airplane AIRSPEEDS FOR NORMAL OPERATION Unless otherwise noted the following speeds are based on a maximum weight of 8750 pounds for takeoff and 8500 pounds for landing and may be used for any lesser weight However to achieve the performance specified in Section 5 for takeoff distance climb performance and landing distance the speed appropriate to the particular weight must be used TAKEOFF Normal Climb Flaps 20 85 95 KIAS Short Field Takeoff Flaps 20 Speed at 50 Feet 83 KIAS Type 11 Type or Type IV Anti ice Fluid Takeoff Flaps UP 83 KIAS ENROUTE CLIMB FLAPS UP Cruise CIMD m 110 120 KIAS Best Rate of Climb Sea Level to 10 000 Feet 104 KIAS Best Rate of Climb 20 000 87 KIAS Best Angle of Climb Sea Level to 20 000 Feet 72 KIAS LANDING APPROACH Normal Approach Flaps
27. 4 AUXILARY SENSE LINECONTACTOR NO BUS 1 REMOTE SENSE Buss ALTERNATOR CONTROL UNIT PWR 0 e C BUS 2 STBY PWR iie PWR GEM avionics STANDBY L BOWER POWER e BUS 2 SWITCH ALTERNATOR DISTRIBUTION WS N BREAKER BUS c3 su ALT AMPS REGULATOR NO BUS 2 ALTERNATOR BUS NO 1 AVIONICS POWER SWITCH ALTERNATOR BREAKER ES o NO 1 BUS AVIONICS SWITCH 5 BUSES BREAKER J POWER HOURMETER ACU SWITCH BATTERY A BUS NO 2 AVIONICS NO 2 POWER SWITCH CODE BREAKER CIRCUIT BREAKER PULL OFF FUSE BAR 44 DIODE e e SWITCH CLOSED 268511111 Figure 7 12 Sheet 3 of 3 208BPHBUS 00 U S 7 77 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 EXTERNAL POWER SWITCH The external power switch is a three position guarded toggle type switch located on the left sidewall switch and circuit breaker panel The switch has OFF STARTER and BUS positions and is guarded in the OFF position When the switch is in the OFF position battery power is supplied to the main bus and to the starter generator circuit external power cannot be applied to the main bus and with the generator switch in the ON position power is applied to the generator control circuit When the external power switch is in the STARTER position external power is applied to the starter circuit only and battery pow
28. 5 USE OPERATING PFD for required data entry Com Nav Baro setting etc IF MFD 1 3 58 Either DISPLAY BACKUP Button PRESS EIS info will be displayed on PFDs FAA APPROVED U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES DUAL GPS FAILURE Amber DR OR LOI ON HSI INDICATION PFD IF ALTERNATE NAVIGATION SOURCES ILS LOC VOR DME ADF ARE AVAILABLE 1 USE ALTERNATE SOURCES IF NO ALTERNATE NAVIGATION SOURCES ARE AVAILABLE Dead reckoning DR mode active when the airplane is greater than 30 nautical miles from the destination airport 1 Navigation wh PEGE EES E oboe USE the airplane symbol and magenta course line on the map display WARNING All information normally derived from GPS turns amber All of this information will become more inaccurate over time TAWS is inoperative NOTE DR mode uses heading airspeed and the last known GPS position to estimate the airplane s current position All maps with an airplane symbol show a ghosted airplane and a DR label Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 59 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 DUAL GPS FAILURE Amber DR OR LOI ON HSI INDICATION PFD Continued Loss of integrity LOI mode active when the airplane is within 30 nautical miles of the destinat
29. 55 MODEL 208B 51000 9404 SS XXX 564 Ram air Ram air compressed while flowing through three stages of axial flow impellers Ram air compressed while flowing through centifugal impeller Compressed air injected with fuel and ignited Burned fuel air mixture is panded and drives compressor turbine and power turbine and SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ENGINE AIR FLOW 10 9 mE Coe is then exhausted NOTE Primary Exhaust Pipe Power Turbine Compressor Turbine Centrifugal Impeller Axial Flow Impellers 3 Engine Air Inlet Inertial Seperator Outlet Inertial Seperator Rear Vane Inertial Seperator Airfoil Inertial Seperator Front Vane Induction Air Inlet Plenum Induction Air Inlet Duct The above view shows inertial separator in NORMAL position Auxiliary view shows inertial separator in BYPASS position 208BPHBUS 00 Figure 7 9 U S 7 53 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 EXHAUST SYSTEM The exhaust system consists of a primary exhaust pipe attached to the right side of the engine just aft of the propeller reduction gearbox A secondary exhaust duct fitted over the end of the primary exhaust pipe carries the exhaust gases away from the cowling and into the slipstream The juncture of the primary exhaust pipe and secondary exhaust duct i
30. 8 37 Continued Next Page 208BPHBUS 00 U S 8 1 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 TABLE OF CONTENTS Continued Cleaning and 8 38 Windshield and 8 38 Windshield Window Maintenance Procedures 8 38 Cleaning 1 5 8 38 Windshield and Window Preventive Maintenance 8 40 Materials for Acrylic Windshields and Windows 8 41 Painted Su rfacesS 8 42 Stabilizer Abrasion Boot Care 8 43 Propeller Cale 45 4 4 01 3 c 8 43 Engine Gare 4 n OR RE odo ca ew om a ees 8 44 Engine Exterior Compartment Cleaning 8 44 Engine Compressor 8 45 Compressor Turbine Blade 8 45 ot oed os deae EE EU 8 46 Prolonged Out of Service 8 47 Bulb Replacement During 8 48 Bulb 8 49 8 50 8 2 U S 208BPHBUS 00 55 SECTION 8 MODEL 208 51000 HANDLING SERVICE AND MAINTENANCE INTRODUCTION This section contains factory recommended procedures for proper ground handling and routine care and servicing of your Cessna It
31. 3 70 Ignition On White IGNITION ON CAS MSG 3 70 Fliglit CODITOIS eq e RR t E aS 3 70 Asymmetric Flap Extension or Sudden Flap Retraction on One Side 3 70 Flaps Fail to Extend or Retract 3 71 Continued Next Page FAA APPROVED 13 48 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES Table of Contents Continued 3 72 Auxilliary Fuel Boost Pump Amber FUEL BOOST ON CAS MSG 3 72 Loss of Fuel Pressure Amber FUEL PRESS LOW CAS 3 72 Fuel Level Low Amber L R L R FUEL LOW CAS 5 6 3 72 Ice and Rain 3 73 Pitot Static Heat Failure Amber OR L R P S HEAT GAS MSG ere wees 3 73 Stall Heat Failure Amber STALL HEAT CAS MSG 3 77 Miscellaneous 3 77 Emergency Descent Procedures 3 77 EXPANDED ABNORMAL Elevator TiM esate Een nant nce aes he aca Ree OS S ee 3 78 Altitude Miscompare 3 78 Airspeed Miscompare 3 78 D al GPS e cea sco p EO e Am e SPA ee 3 78 Transponder 3 78 Failed Attitude and or Heading 3 79 BOULON ADO
32. 5 76 Cruise Climb Flaps UP 115 5 5 77 Rate of Climb Balked 5 78 Time Fuel and Distance to Climb Maximum Rate of Climb 5 79 Time Fuel And Distance to Climb Cruise Climb 115 KIAS 5 80 Cruise 5 81 Cruise Maximum Torque 5 93 Fuel and Time Required Maximum Cruise Power 40 200 NM 5 100 Fuel and Time Required Maximum Cruise Power 200 1000 NM 5 101 Fuel and Time Required Maximum Range Power 40 200 NM 5 102 Fuel and Time Required Maximum Range Power 200 1000 NM 5 103 Range Profile ect vere asa RO 5 104 Endurance Profle 5 105 Time Fuel and Distance to Descend 5 106 Short Field Landing 5 107 FAA APPROVED 5 2 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE INTRODUCTION Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions and also to facilitate the planning of flights in detail and with reasonable accuracy The data in the charts has been computed from actual flight tests using average piloting techniques and an airplane and engine in good condition and equipped with a Hartzell propeller Airplanes equipped with a
33. CABIN PUSH FWD CABIN PUSH 2999 TO i CABIN TO DEFROST MIXING HEAT AIR FORWARD SELECTOR CABIN AIR VALVE VALVE SELECTOR FIREWALL VALVE SHUTOFF VALVE CONTROL ONE EACH SIDE INSTRUMENT PANEL VENTILATING OUTLETS AND CONTROLS 2 VENTILATING AIR INLET IN UPPER WING STRUT FAIRING SHUTOFF VALVE ONE EACH WING i VENT AIR CONTROL ON OVERHEAD CONSOLE MIXING AIR VALVE OPERATING MODES Mixing air valve GRD amp position at power settings below 9296 Used on the ground at cold temperatures Mixing air valve FLT position at power settings below 92 Used on the ground in mild temperatures Mixing air valve in FLT position at power settings above 92 Used during inflight operations this mode bleed air through the flow control valve only is utilized CABIN HEAT SELECTOR VALVE DEFROST AIR FORWARD CABIN AIR SELECTOR VALVE DEFROSTER OUTLETS 2 ADJUSTABLE PILOT AND FRONT PASSENGER OVERHEAD VENTILATING OUTLETS 2 VENTILATING AIR INLET IN UPPER WING STRUT FAIRING M VENT AIR CONTROL ON OVERHEAD CONSOLE CODE ENGINE BLEED AIR RAM AIR FLOW VENTILATING AIR HEATING AND DEFROSTING AIR BLEED AIR DISCHARGE CABIN RETURN AIR ELECTRICAL CONNECT
34. 28 Adjacent to upper cargo door inside door handle Passenger Version only A39019 DOOR OPERATION TO OPEN PULL HANDLE INBD amp ROTATE TO CLOSE ROTATE HANDLE amp STOW 29 On right sidewall of lower passenger door Passenger Version only A39020 MAX BAGGAGE 325 LBS REFER TO WEIGHT AND BALANCE DATA FOR BAGGAGE CARGO LOADING Continued Next Page FAA APPROVED 2 40 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS PLACARDS Continued 30 On left and right sides of aft cargo barrier Cargo Version Passenger Version with cargo barrier installed MAX LOAD BEHIND BARRIER 3400 LBS TOTAL ZONES FWD OF LAST LOADED ZONE MUST BE AT LEAST 75 FULL BY VOLUME SEE POH FOR EXCEPTIONS CHECK WEIGHT AND BALANCE 31 On inside of lower cargo door Cargo Version only MAX LOAD BEHIND BARRIER 3400 LBS TOTAL ZONES FWD OF LAST LOADED ZONE MUST BE AT LEAST 75 FULL BY VOLUME SEE POH FOR EXCEPTIONS CHECK WEIGHT AND BALANCE LOAD MUST BE PROTECTED FROM SHIFTING SEE POH 32 On right sidewall adjacent to Zone 5 Cargo Version only IF LOAD IN ZONE 5 EXCEEDS 400 LBS A PARTITION NET IS REQD AFT OR LOAD MUST BE SECURED TO FLOOR Continued Next Page FAA APPROVED 208BPHBUS 00 U S 2 41 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 PLACARDS Continued 33 On left and right sides of cabin in appropriate zones Cargo Versi
35. BREAKER ROUND EXTERNAL BUS VOLTS TO NO 2 POWER BUS SWITCH A GENERATOR CONTROL UNIT EXTERNAL POWER CONTATOR l BAT AMPS TO NO 1 EXTERNAL AVIONICS POWER POWER RECEPTACLE SWIER BREAKER GROUND TONO 2 POWER AVIONICS MONITOR POWER BATTERY SWITCH CONTACTOR BREAKER BATTERY SHUNT SWITCH TO STBY PWR LED POWER BAT SWITCH pi acu DISTRIBUTION CO TO HOURMETER B S HOURMETER ACU TO CABIN LIGHTS i CODE TO ELT CIRCUIT BREAKER PULL OFF PUSH TO RESET BATTERY add BUSBAR 4 DIODE 9 9 SWITCH CLOSED BATTERY BUS Figure 7 12 Sheet 1 of 3 208BPHBUS 00 U S 7 75 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION TYPICAL ELECTRICAL SYSTEM A70357 CH STBY PWR CO HT PROP ANTI ICE ANTI ICE cp FUEL SEL WARN 20 START CONT cP TRQ IND CP IGNITION SWITCH RDNG LIGHT CH INST LIGHT C L LDNG LIGHT CD STROBE LIGHT CH BEACON LIGHT CH WING ICE DET LIGHT R FUEL QTY CH FUEL FLOW NG amp NP CH FUEL CONT HEATER BUS 1 BUS 1 of FLAP MTR AIRSPEED WARN CH BUS 1 LEFT VENT BLWR C AFT VENT BLWR TO LEFT PITOT HEAT TO PROP ANTI ICE TO PRIM ANTI ICE TO FUEL SELECTOR OFF WARNING SYSTEM TO STARTER SW AND GCU TO TORQ IND TO IGNITION TO READING LIGHT TO INST LIGHT TO LEFT LDG LIGHT TO STROBE LIGHT TO BEACON LIGHT TO WING ICE DET LIGHT TO RI
36. 5 7 92 Altimeter Standby Instrument 7 92 Vacuum System and Instruments 7 93 Attitude Indicator Standby Instrument Panel 7 93 Low Vacuum Warning 0 7 93 Typical Vacuum System 9 94 Stall Warning 7 95 Avionics Support 7 96 Avionics Cooling Fan 7 96 Microphone Headset Installations 7 96 Static DISchiBrdels c 7 97 12 VDC Power 7 97 Auxiliary Audio Input 7 98 x oru ark e eer nte ee 7 98 Cabin Fire 7 98 ee eae Me e He 7 99 Chart and Storage 7 99 Miscellaneous 7 99 Engine Inlet Covers and Propeller Anchors 7 99 Crew Entry Step 7 100 Cargo Barrier and 7 100 Cargo Partitions 3 a od oor d vh led 7 100 Cargo Door Restraining 7 100 Cargo Airplane Tie d
37. CAUTION f engine indications are normal proceed to destination and determine cause of Amber CHIP DETECT CAS MSG prior to next flight e f engine indications confirm Amber CHIP DETECT CAS MSG proceed in accordance with Engine Failures checklists or at the discretion of the pilot and consistent with safety continue engine operation in preparation for an emergency landing as soon as possible IGNITION ON White IGNITION ON CAS MSG 1 IGNITION sette CHECK IF CONDITIONS WARRANT 2 IGNITION FLIGHT CONTROLS ASYMMETRIC FLAP EXTENSION OR SUDDEN FLAP RETRACTION ON ONE SIDE 1 Apply aileron and rudder to stop the roll 2 WING FLAPS sates asics UP Airspeed SLOW to 100 KIAS or less 4 lf both flaps retract to a symmetrical setting a Plana flaps up landing b Refer to Section 5 notes above landing performance tables for increase in approach speed and landing distance 5 If both flaps cannot be retracted to a symmetrical setting a Land as soon as practical b Maintain a minimum airspeed of 90 KIAS on the approach and avoid a nose high flare on landing FAA APPROVED 13 70 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES FLAPS FAIL TO EXTEND OR RETRACT 1 FLAP MOTOR and STBY FLAP MOTOR Circuit Breakers CHECK IN 2 If flaps still fail t
38. FEATHER FUEL CONDITION CUTOFF EIGA 11 on pM be Ae Eqs OFF FUEL BOOST Switch ae tee ea ai e OFF AVIONICS No 1 and 2 Switches OFF A BATTERY eet rue Ua amet ot EE OFF Control LOCK iium pa ive INSTALL OXYGEN SUPPLY Control Lever if installed OFF FUEL TANK SELECTORS LEFT OFF or RIGHT OFF Turn high wing tank off if parked on a sloping surface to prevent crossfeeding Tie Downs AS REQUIRED External COVerS ders ey ees hale INSTALL Fuel Filter CHECK FUEL FILTER BYPASS FLAG for proper location flush Oil Breather Drain DRAIN until empty NOTE Possible delays of subsequent flights or even missed flights are often eliminated by routinely conducting a brief postflight inspection Usually a visual check of the airplane for condition security leakage and tire inflation will alert the operator to potential problems and is therefore recommended FAA APPROVED U S 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES AMPLIFIED PROCEDURES PREFLIGHT INSPECTION The Preflight Inspection described in Figure 4 1 and adjacent checklist is recommended If the airplane has been in extended storage has had recent major maintenance or has been
39. LEFT FLOOD LIGHTING CONTROL KNOB This knob labeled LEFT FLOOD varies the brightness of the left side floodlight located on the right aft side of the overhead panel This floodlight may also be used to illuminate the left sidewall switch and circuit breaker panel Clockwise rotation of this control knob increases lamp brightness while counterclockwise rotation decreases brightness RIGHT FLOOD LIGHTING CONTROL KNOB This knob labeled RIGHT FLOOD varies the brightness of the right side floodlight located on the left aft side of the overhead panel Clockwise rotation of this control knob increases lamp brightness while counterclockwise rotation decreases brightness CONTROL WHEEL MAPLIGHTS A control wheel maplight is mounted on the bottom of each control wheel These lights illuminate the lower portion of the cabin in front of the pilot and copilot and are used for checking maps and other flight data during night operation Brightness of these lights is adjusted with a rheostat control knob on the bottom of the control wheel Rotating the near side of the knob to the right increases light brightness and to the left decreases brightness 7 82 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION CABIN LIGHTS WITHOUT TIMER 208B Passenger The 208B passenger cabin light system without timer consists of four cabin lights installed on the interior of the airplane and courtesy lights under each wing t
40. When comparing indicated altitude to GPS altitude deviations from standard temperature or pressure can cause indicated altitude to deviate from GPS altitude These errors are largest at high altitude and can amount to over 2 500 feet under some conditions However below 10 000 feet with the correct local altimeter setting set GPS altitude will usually be within 600 feet or better of the correct indicated altitude Use the following guidelines to help estimate correct altitude for nonstandard conditions Temperatures WARMER than standard can cause GPS altitude to read HIGHER than indicated altitude Pressures LOWER than standard can cause GPS altitude to read HIGHER than indicated altitude IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE 4 Use SENSOR REVERSION to select most accurate ADC on both PFDs Land as soon as practical Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 75 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 STATIC HEATER FAILURE Amber L R OR L R P S HEATER CAS MSG Continued IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE 1 2 3 13 76 Land as soon as practical Consider diversion to visual conditions Maintain altitudes based on LOWEST indicated altitude AV Cite PERF ADVISE of inability to verify correct altitude If unable to descend into visual conditions plan ILS approach with course intercept well outside the Final Approach Fix FAF Once gl
41. 208BPHBUS 00 U S 7 35 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 PASSENGER ENTRY DOOR Passenger Version Only Continued To close the passenger entry door from outside the airplane raise the lower door section until the door is held firmly against the door frame in the fuselage Rotate the inside handle of the lower door section forward and down to the CLOSE position After the lower door section is secured grasp the pull strap on the upper door section and pull down As the door nears the closed position grasp the edge of the door and push inward firmly to make sure the latching pawls engage correctly When engaged rotate the outside door handle clockwise to the horizontal latched position After entering the airplane snap the interior handle of the upper door into its locking receptacle unless cargo obstructs access to the door If desired when leaving the airplane parked use the key in the outside key lock to lock the handle in the horizontal position WARNING Do not use the outside key lock to lock the door prior to flight The door could not be opened from the inside if it were needed as an emergency exit CAUTION Failure to properly latch the upper passenger door section will result in illumination of the Amber DOOR WARNING CAS MSG Inattention to this safety feature may allow the upper cargo door to open in flight The exterior pushbutton type lock release located on the upper door sec
42. 3 The pressure at sea level is 29 92 inches of mercury inHg 1013 2 mb 4 The temperature gradient from sea level to the altitude at which the temperature is 56 5 C is 1 98 C per 1000 feet ENGINE POWER TERMINOLOGY Beta Mode Beta Mode is the engine operational mode in which propeller blade pitch is controlled by the power lever The beta mode may be used during ground operations only Flameout Flameout is the unintentional loss of combustion chamber flame during operation Flat Rated Flat Rated denotes constant horsepower over a specific altitude and or temperature Gas Gas Generator RPM indicates the percent of gas Generator generator RPM based on a figure of 100 being 37 500 Ng RPM GCU GCU is the generator control unit Hot Start Hot Start is an engine start or attempted start which results in an ITT exceeding 1090 C ITT ITT signifies interstage turbine temperature Maximum Maximum Climb Power is the maximum power Climb approved for normal climb Use of this power setting is Power limited to climb operations This power corresponds to that developed at the maximum torque limit ITT of 765 C or N limit whichever is less This power corresponds to that shown in the Maximum Engine Torque for Climb figure of Section 5 Continued Next Page 208BPHBUS 00 U S 1 11 SECTION 1 GENERAL CESSNA MODEL 208B G1000 SYMBOLS ABBREVIATIONS AND TERMINOLOGY Continued Maximum Rated Power
43. 5 102 0 5 208BPHBUS 01 CESSNA SECTION 5 MODEL 208B G1000 PERFORMANCE WITHOUT CARGO POD FUEL AND TIME REQUIRED MAXIMUM RANGE POWER 200 1000 Nautical Miles CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL A39950 2400 EEE S 1600 5 soo 5 400 2 z 22 eL oL A 5 HH 40 ES Distance Miles NOTE 1 Fuel required includes the fuel used for engine start taxi takeoff maximum climb from sea level descent to sea level and 45 minutes reserve Time required includes the time during a maximum climb and descent 2 With INERTIAL SEPARATOR in BYPASS increase time by 1 and fuel by 2 or CABIN HEAT ON increase time by 1 and fuel by 3 Figure 5 39 Sheet 2 208BPHBUS 01 U S 5 103 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD RANGE PROFILE 45 MINUTES RESERVE 2224 POUNDS USABLE FUEL CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL Zero Wind A39951 25 000 20 000 15 000 Maximum Cruise Power Altitude Feet 10 000 Range Power 5000 SL 600 700 800 900 1000 1100 1200 1300 1400 Range Nautical Miles NOTE 1 This chart allows for the fuel used for engine start taxi takeoff climb and descent The distance during
44. 55 INTRODUCTION MODEL 208B G1000 NOTICE AT THE TIME OF ISSUANCE THIS INFORMATION MANUAL WAS AN EXACT DUPLICATE OF THE OFFICIAL PILOT S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL AND IS TO BE USED FOR GENERAL PURPOSES ONLY IT WILL NOT BE KEPT CURRENT AND THEREFORE CANNOT BE USED AS A SUBSTITUTE FOR THE OFFICIAL PILOT S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL INTENDED FOR OPERATION THE AIRPLANE THE PILOT S OPERATING HANDBOOK MUST BE CARRIED IN THE AIRPLANE AND AVAILABLE TO THE PILOT AT ALL TIMES Revision 1 U S INTRODUCTION CESSNA MODEL 208B G1000 PERFORMANCE SPECIFICATIONS CARGO VERSION SPEED KTAS Maximum Cruise at 10 000 175 Knots Maximum Cruise at 20 000 164 Knots RANGE With 2224 pounds usable fuel and fuel allowance for engine start taxi takeoff climb descent and 45 minutes reserve Max Cruise at 10 000 Feet Range 862 NM Time 5 1 Hours Max Cruise at 18 000 Feet Range 1044 NM yg ah M n c E n EAM Time 6 6 Hours Max Range at 10 000 Feet Range 963 NM aT AD a LUE E Time 6 5 Hours Max Range at 18 000 Feet Range 1076 NM XPRESS Time 7 0 Hours RATE OF CLIMB SEA LEVEL 925
45. DC Generator DC Generator VOLTS Display DC Generator AMPS Display Main Battery Battery AMPS Display Battery Temperature Required only with NiCad battery Monitoring System option Standby Electrical Or as required by operating System regulation EQUIPMENT AND FURNISHINGS 1 Passenger Seat Belts 0 0 0 0 0 One per occupied seat 2 Crewmember Seat One per occupied seat Left side Belts 2 required 3 Aircraft Emergency Locator Transmitter 0 0 O O 0 ELT FIRE PROTECTION 1 Engine Fire 11414111111 Detection System 1 Displayed as part of the Engine Indication System EIS as required by operating regulation Continued Next Page FAA APPROVED 2 16 U S 208BPHBUS 01 55 SECTION 2 MODEL 208B G1000 LIMITATIONS KINDS OF OPERATIONS EQUIPMENT LIST Continued KIND OF OPERATION R SYSTEM AND OR COMPONENT COMMENTS FIRE PROTECTION Continued Extinguisher 2 FLIGHT CONTROLS 1 Primary Flap System 1 1 1 1 May be inoperative provided standby flap system is operative May be inoperative provided primary flap system is operative Standby Flap System Flap Position Indicator Trim Systems Elevator Aileron Rudder 3 Trim Position Indicator Systems Elevator Aileron Rudder 3 ICE AND RAIN PROTECTION AND RAIN PROTECTION 1 Wing and Wing eaaa Leading Edge Porous Panels
46. SERVICE CEILING 22 800 Feet MAXIMUM OPERATING ALTITUDE 25 000 Feet TAKEOFF PERFORMANCE Ground foll denotat 1405 Feet Total Distance Over 50 Foot Obstacle 2500 Feet LANDING PERFORMANCE Ground Olle oe ag oats 915 Feet Total Distance Over 50 Foot Obstacle 1740 Feet STALL SPEED KCAS Flaps Up Idle 78 Knots Flaps Full Idle Power 61 Knots MAXIMUM WEIGHT 8785 Pounds NTRS OTT adco etre Sen ces ge Ba ein 8750 Pounds kanding ee 8500 Pounds STANDARD EMPTY 4680 Pounds Maximum USEFUL LOAD 4105 Pounds Speeds are based mid cruise weight Continued Next Page ii U S Revision 1 55 INTRODUCTION MODEL 208B G1000 PERFORMANCE SPECIFICATIONS CARGO VERSION Continued WING LOADING 31 3 Pounds Square Foot POWER LOADING 13 0 Pounds Shaft Horsepower FUELCAPACII gt gt seas a eae 335 6 Gallons OIL CAPAGQDDY 3 5 3 2 593 e aeea e ANE Va aea 14 Quarts ENGINE Pratt amp Whitney Canada PT6A 114A Free Turbine Flat Rated at 675 Shaft Horsepower PROPELLER McCauley 3 bladed Constant Speed Full Feathering Reversible Propeller Diameter Nb 106 In
47. WITHOUT CARGO POD SHORT FIELD LANDING DISTANCE CONDITIONS Flaps FULL Zero Wind POWER Lever IDLE after clearing Maximum Braking obstacles BETA range lever PROP RPM Lever MAX against spring after touchdown Paved Level Dry Runway Refer to Sheet 1 for appropriate notes applicable to this chart 7000 Pounds Speed at 50 Feet 71 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 43 Sheet 5 FAA APPROVED 208BPHBUS 00 0 6 5 111 5 112 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND BALANCE EQUIPMENT LIST TABLE OF CONTENTS Page e cana thc hee ROO RETO E ERR 6 3 Airplane Weighing Form 6 4 Sample Weight and Balance 6 5 Airplane Weighing Procedures 6 6 Weight and 6 8 Weight and Balance 6 11 Weight and Balance Record Load Manifest 6 11 Crew and Passenger 6 16 Baggage Cargo 6 17 GabinGatgo ATeS cc ecu Pitney 6 17 eid Dr etd ae oo pees 6 22 Maximum Zone C
48. 1 9 Cabin and Entry Door Dimensions 1 9 Baggage Cargo Compartment and Cargo Door Entry Dimensions 1 9 Specific LOAGINGS hou oat D eG week s 1 9 Symbols Abbreviations and 1 10 General Airspeed Terminology and Symbols 1 10 Engine Power 1 11 Airplane Performance and Flight Planning Terminology 1 13 Weight and Balance 1 13 Autopilot Flight Director and TFS Terminology 1 15 Warning Cautions and Notes 1 16 Metric Imperial U S Conversion 1 16 Weight Conversions 1 17 Length Conversions 1 19 Distance 1 23 Volume 1 24 Temperature 1 27 Pressure 1 28 208BPHBUS 00 U S 1 1 1 2 55 SECTION 1 MODEL 208B 51000 GENERAL A59786 i Pivot Point Pivot Point ns 20 dd lt 52 1 gt 106 C bs E 268511106 Figure 1 1 Sheet
49. 166 154 146 165 154 145 Figure 5 19 Sheet 10 Torque Ft Lbs 1282 1379 1335 1475 1315 1570 1400 1310 1566 1400 1295 PPH 267 284 275 301 268 318 282 265 316 281 261 208BP ue Flow KTAS 1225 258 138 144 152 149 158 147 162 152 146 162 152 HBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CR ISE PERFORMANCE CRUISE PRESSURE ALTITUDE 22 000 FEET CONDITIONS NOTE 8300 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Torque Torque Torque n Ft Lbs Flow KTAS Fi Lbs Flow KTAS Ft Lbs Flow KTAS PPH PPH PPH 1197 250 142 258 155 1175 258 152 1243 258 147 274 161 1260 274 158 1332 274 154 256 154 1165 254 151 1255 258 148 290 166 1341 290 163 1417 289 159 254 153 1200 259 153 1300 264 151 251 152 1145 248 148 1255 254 147 288 165 1336 288 162 1414 287 158 253 152 1200 259 152 1300 263 150 1090 251 151 1135 246 147 1245 252 146 CRUISE PRESSURE ALTITUDE 24 000 FEET CONDITIONS NOTE 7800 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 HPM 1 50 HPM 1600 HPM Torque 149 Torque Torque 149 Flow KTAS Flow KTAS Ib Flow KTAS PPH PPH PPH Temp 1057 234 147 1119 234 141 40 249
50. 4 With the CABIN HEAT ON and power set below the torque limit 1865 foot pounds decrease maximum cruise torque by 80 foot pounds Do not exceed 740 C ITT Fuel flow for a given torque setting will be 7 PPH higher Figure 5 36 Sheet 1 of 12 208BPHBUS 01 U S 5 81 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 2000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart L 1900 RPM RPN T1800 RPM ue Flow KTAS ue Torque Torque Torque Flow KTAS Flow KTAS Ft Lbs PPH Ft Lbs PP Ft Lbs 1232 543 153 1320 543 152 40 1369 362 160 1464 362 1460 361 1590 393 169 1696 393 1400 363 160 1500 364 1390 362 159 1450 357 1800 424 176 1916 424 1600 392 168 1800 406 1400 361 158 1600 3 5 1385 358 157 1440 351 1865 432 177 1970 429 1700 405 170 1800 402 1500 374 161 1600 372 1375 354 155 1435 348 1865 429 175 1970 425 1700 402 168 1800 399 1500 371 160 1600 369 1375 351 154 1415 342 1865 426 173 1970 422 1700 399 166 1800 395 1500 368 158 1600 366 1355 346 151 1865 423 171 20 1700 396 164 1500 365 156 1355 344 149 1395 333 1865 421 168 1970 414 Temp s O ox Figure 5 36 Sheet 2 5 82 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERF
51. Ay OBrakes covnneleelww be ekg MINIMUM NECESSARY AVIONICS AUTOPILOT AILERON MISTRIM AIL OR AIL INDICATION PFD 1 GRIP FIRMLY 2 AP TRIM DISC Button PRESS high aileron control forces possible NOTE The YAW DAMPER does not need to be disconnected for this procedure Therefore it is permissible to use the LEFT half of either Manual Electric Pitch Trim Switch or 1 press of the AP button on the Autopilot Mode Control panel to disconnect the autopilot 3 AILERON RETRIM s ENGAGE as desired FAA APPROVED 208BPHBUS 01 U S 3 51 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 ELEVATOR MISTRIM TELE OR JELE INDICATION PFD 1 Control GRIP FIRMLY 2 AP TRIM DISC PRESS high elevator control forces possible NOTE The yaw damper does not need to be disconnected for this procedure Therefore it is permissible to use the LEFT half of either Manual Electric Pitch Trim Switch or one press of the AP button on the Autopilot Mode Control panel to disconnect the autopilot 3 Elevator Trim Switch AS REQUIRED JT AUIDDIQU dh tds oret d ENGAGE as desired FAA APPROVED 13 52 U S 208BPHBUS 01 55 SECTION 3 MO
52. LOAD C LOAD lt A gt 2517 TIE DOWNS TIE DOWNS 1 TIE DOWNS OVER TARP OVER OVER TARP NN ZONE ZONE ZONE ZONE ZONEZONE NO HQ 2 3 4 gt lt 5 6 PARTITIONS OFF LOAD SEQUENCE LOAD D gt LOAD C gt lt LOAD B gt LOAD gt TIE DOWN TIE DOWN TIE DOWN TIE DOWN REQD REQD REQD REQD ZONE ZONE gt a B r ae D gt CARGO POD 2685 1096 1 If cargo partitions not utilized individual loads must be secured by adequate tie downs over tarps 2 Protection against hazardous materials has been provided in the fuselage bilge area under the cargo compartment from Fuselage Station 168 0 to 356 0 These materials can be carried in any location within this area Figure 6 13 6 40 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST TYPICAL CARGO RESTRAINT METHODS Cargo properly tied Cargo improperly tied no shifts occur shifts occur Multiple forces secured by fewer straps FS AR Upward cargo restraint Cylindrical cargo tie down Proper tie down for all forces Figure 6 14 208BPHBUS 00 U S 6 41 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 WEIGHT AND MOMENT TABLES PILOT AND FRONT PASSENGE
53. Landing Lights 2 taxi light is operative Fasten Seat May be inoperative only if no Belt Sign passengers carried in cabin One light each by cabin door and Cabin Lights emergency exit Continued Next Page FAA APPROVED 208BPHBUS 01 U S 2 19 SECTION 2 55 LIMITATIONS MODEL 208B G1000 KINDS OF OPERATIONS EQUIPMENT LIST Continued KIND OF OPERATION SYSTEM AND OR COMPONENT COMMENTS LIGHTS Continued 8 Cockpit and Instrument Lighting System 9 Windshield Ice Detection Light 10 Wing Ice Detection Light AVIGATION Primary Flight Display PFD 2 Refer to Note 1 Multi Function May be inoperative provided one Display MFD PFD is operative Refer to Note 2 Air Data Computers ADC 2 Attitude Heading Reference System AHRS 2 Standby Airspeed Indicator Standby Attitude Indicator Standby Altimeter Magnetic Compass Continued Next Page FAA APPROVED 2 20 U S 208BPHBUS 01 55 MODEL 208 521000 SECTION 2 LIMITATIONS KINDS OF OPERATIONS EQUIPMENT LIST Continued KIND OF OPERATION SYSTEM AND OR COMPONENT NAVIGATION Continued 9 ATC Transponder 2 VHF Nav Receivers 2 GPS Receivers 2 Automatic Direction Finder ADF Opt Distance Measuring Equipment DME Opt Marker Beacon Receivers TAWS Opt Weather Radar Opt XM Datalink Weather Opt TAS Opt COMMENTS Or as req
54. OVVE x 6 182 DLL 6 592 6602 oe 6 1 6541 5971 8550 496 eourjeg juBieM euejdury ueuM pejou eq pjnous uoneoo jees enjoy epis Yo uo pej ejsu SH3ON3SSvd sjees 1ejnuijuijoo pue apis pej ejsur sjees D peunBijuoo eq Aew e SNOILSOd 2685T1092A Figure 6 11 Sheet 3 208BPHBUS 00 U S 6 38 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST CARGO POD LOADING ARRANGEMENT CARGO POD VIEW LOOKING INBOARD COD oS ZONE ZONE ZONE N STATION ee a C G ARM 100 00 154 75 209 35 257 35 332 00 CARGO POD VIEW LOOKING DOWN ZONE ZONE ZONE ZONE B D STATION C G ARM 100 00 132 40 182 10 7233 40 287 60 2685T1098 NOTE 1 Cargo bay center of gravity in Zones A B C and D 2 Compartment bulkheads that separate Zones A and B Station 154 75 Zones B and C Station 209 35 and Zones C and D Station 257 35 can be used as a reference point for determining the location of cargo Fuselage Station Figure 6 12 208BPHBUS 00 U S 6 39 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 LOADING TIE DOWN BY ZONE AND LOAD OFF LOADING SEQUENCE A39979 OFF LOAD SEQUENCE r
55. Q2 SRR RRR RR ONO 5 lt x 5 52 5 S 5 2 4 40 Q Q amp eS Xo 4 Re 9 Me 0 X eS eS 0905 5 95 x X 9 5 9 lt gt Co lt gt e x 4 x oS 55 5 25 es 55 525 ed d x 52 X oS 4 4 S 2 d 9425524 o e 94 525 RS 5 599 250 09 xd 5524 55 55 X Q oS 5 oS 5 Q 255 CX LXX 5505 ie 74 4 5 lt ee 25 0 5 SERS XO ee 5 525 55 5 LRS Do x 55 q a gt 99 25 xd e 2529 Figure 4 1 55 MODEL 208 51000 2795559 04 SRR KK REMOVED ACCESSIBLE TO PILOT _ ACCESSIBLE TO PILOT OVE disengage RUDDER LOCK PARKING SET Continued Next Page 4 6 U S FAA APPROVED 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES CABIN Continued ME SWIOHBS s ota ato pente OFF 7 Circuit Breakers ALT SIATIG AIR cies ee eed gee eee OFF 9 INERTIAL SEPARATOR T Handle NORMAL 10 STBY FLAP MOTOR Switch GUA
56. TRIP Complete the GENERATOR FAILURE checklist beginning with step 3d VOLTAGE LOW Red VOLTAGE LOW CAS MSG T BUSVOLIS asit ert ES he ee tbe CHECK CAUTION A Red VOLTAGE LOW CAS MSG followed by a BUS 1 BUS 2 or STBY PWR Circuit Breaker tripping can indicate a feeder fault that has isolated itself Do not reset the tripped breaker The Red VOLTAGE LOW CAS MSG should disappear 2 5 VERIFY IF VOLTAGE IS LESS THAN 24 5 Amber GENERATOR OFF AND Amber STBY PWR INOP CAS MSG s ON 3 GEN CONT GEN FIELD Circuit Breakers PUSH IN 4 GENERATOR RESET 5 STBY ALT PWR Switch OFF THEN ON IF BUS VOLTS IS STILL LESS THAN 24 5 6 GENERATOR 5 7 STBY ALT PWR Switch OFF Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 25 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 VOLTAGE LOW Red VOLTAGE LOW CAS MSG Continued 8 1 0 REDUCE a AVIONICS STBY PWR OFF b AVIONICS BUS TIE Switch OFF ANTI ICE PRIMARY Switch NORM NOTE TKS Ice Protection System PRIMARY switch must be kept in NORM in order to keep the electrical load within limits on BATTERY power ONLY d PROP HEAT Switch if installed
57. The initial indication of an electrical fire is usually the odor of burning insulation The checklist for this problem should result in elimination of the fire EMERGENCY OPERATION IN CLOUDS If the vacuum pump fails in flight the standby attitude indicator will not be accurate The pilot must rely on the attitude and heading information from the AHRS shown on the PFD indicators With valid HDG or GPS NAV inputs autopilot operation will not be affected If a single AHRS unit fails in flight red X s shown through the PFD attitude and heading indicators the pilot must rely on the cros side AHRS for attitude and heading information The autopilot will not operate if a single AHRS unit fails The pilot must manually fly the airplane with crosside AHRS input Refer to Section 7 Airplane and Systems Description for additional details on autopilot operations The following instructions assume a dual AHRS failure and that the pilot is not very proficient at instrument flying FAA APPROVED 13 36 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES EXECUTING A 180 TURN IN CLOUDS AHRS FAILURE Upon inadvertently entering the clouds an immediate turn to reverse course and return to VFR conditions should be made as follows DUAL AHRS FAILURE 1 Note the non stabilized magnetic compass heading 2 Set rudder trim to the neutral position 3 Using the standby attitude indicator initiate a 15 bank
58. in hg 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS LIMITATIONS TABLE OF CONTENTS Page the are Amare 2 3 Airspeed Limitations 2 4 Airspeed Indicator Markings 2 5 Power Plant 2 6 Power Plant Instrument 5 2 10 Miscellaneous Instrument Markings 2 11 e d Gud ve o fare hoe e e a 2 12 Visual and Tactile 2 12 Weight EIMItS eode dn 2 12 Center of Gravity 2 13 Maneuver Limits 2 13 Flight Load Factor 2 14 Flight Crew Limits 2 14 Kinds of Operation 2 14 F eltimitationS 55525 See EAE Roca dva dece eee 2 17 Maximum Operating Altitude Limit 2 26 Outside Air Temperature 2 26 Maximum Passenger Seating 2 26 Other lt 2 26 Flap LimitationS cs dos ug dob e tua to 2 26 Type 11 Type or Type IV
59. 1 1 1 2 4 5 woo wN w al L O O1 2 OWN o To obtain moments for 48 pounds of cargo in Zone add moments shown in Zone A for 40 pounds 5 3 and 8 pounds 1 1 for a total moment of 6 4 inch pound 1000 Figure 6 15 Sheet 7 6 48 U S 208BPHBUS 00 55 MODEL 208B 51000 SAMPLE CARGO LOADING SHOWN 1 Basic Empty Weight Use the data pertaining to your airplane as it is presently equipped includes unusable fuel and full oil Usable Fuel 332 Gallons Max 3 Pilot Seat 1 STA 133 5 to 146 5 4 Front Passenger Seat 2 STA 133 5 to 146 5 Commuter Seating STA 173 9 STA 209 9 STA 245 9 STA 281 9 Cabin Locations Zone 1 STA 155 40 to 188 70 Zone 2 STA 188 70 to 246 80 Zone 3 STA 246 80 to 282 00 Zone 4 STA 282 00 to 307 00 Zone 5 STA 307 00 to 332 00 Zone 6 STA 332 00 to 356 00 Cargo Pod Locations Zone STA 100 00 to 154 75 Zone B STA 154 75 to 209 35 Zone C STA 209 35 to 257 35 Zone D STA 257 35 to 332 00 RAMP WEIGHT AND MOMENT for engine start taxi and runup Subtract Step 9 from Step 8 5 Aft Passengers STA 173 9 STA 2099 2459 STA 2819 2 2 6 Baggage Cargo Zone 1 STA 155 40 188 70 Zone 2 STA 188 70 to 246 80 Zone 3 STA 246 80 to 282 00 Zone 4 STA 282 00 to 307 00 Zone 5
60. 208BPHBUS 00 U S 4 11 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 EMPENNAGE WARNING It is essential in cold weather to remove even the smallest accumulations of frost ice snow or slush from the tail and control surfaces Exercise caution to avoid distorting the vortex generators on horizontal stabilizer while deicing To assure complete removal of contamination conduct a visual and tactile inspection of all critical surfaces Also make sure the control surfaces contain no internal accumulations of ice or debris If these requirements are not performed aircraft performance will be degraded to a point where a safe takeoff and climb may not be possible 1 Baggage CHECK SECURE through cargo door 2 Cargo CLOSED and LATCHED 3 Horizontal Stabilizer Leading Edge CHECK Verify condition security and verify 18 vortex generators on the upper side of each horizontal stabilizer 4 Control Surfaces and Elevator Trim Tabs CHECK Verify condition security freedom of movement and tab position 5 Static Wicks 14 CHECK Verify condition and security verify 4 static wicks per elevator half 5 on the rudder and 1 on the stinger 6 Rudder Gust DISENGAGE NAV wwe oes Peek tee ces CHECK verify condition and cleanliness 8 Tail
61. 3 5 5 4 3 3 5 5 4 3 BIG ON 09 01 COM COIN I COJOO CO Oo NO 4 1 2 6 9 9 4 5 8 2 6 8 9 6 0 4 6 7 3 8 2 4 5 2 6 0 3 4 0 4 8 1 2 7 2 6 9 0 4 1 6 8 0 Figure 5 19 Sheet 4 5 38 U S 208BPHBUS 01 55 MODEL 208B 51000 CONDITIONS 8750 Pounds INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM Fuel Flow PPH pop Torque Ft Lbs 1209 1390 1290 1564 1400 1290 17 20 CARGO POD INSTALLED CRUISE PERFORMANCE Fuel Flow PPH 311 338 322 364 337 319 396 KTAS 150 160 154 167 159 153 7 Torque Ft Lbs 1291 1481 1325 1663 1500 1325 18 311 338 314 364 338 310 396 KTAS 149 158 150 165 158 149 71 CRUISE PRESSURE ALTITUDE 8000 FEET SECTION 5 PERFORMANCE NOTE Do not exceed maximum cruise 1600 HPM Torque Ft Lbs 13 5 1572 1410 1760 1600 1405 19 torque or 740 C ITT Fuel Flow KTAS PPH 311 338 313 364 338 309 146 155 147 162 155 146 6 EN 208BPHBUS 01 Figure 5 19 Sheet 5 U S 5 39 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 10 000 FEET 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applic
62. 40 40 35 35 140 an 120 30 30 25 30 25 1 100 20 1 25 20 T 80 15 15 60 40 10 10 5 5 5 20 0 0 0 0 O585T1033 Figure 1 5 Sheet 3 1 26 U S 208BPHBUS 00 55 SECTION 1 MODEL 208B 51000 GENERAL TEMPERATURE CONVERSIONS B3087 F 32 x5 92C Cx9 5 32 F F 95 40 40 320 160 30 340 20 30 360 180 10 380 5o o 20 400 10 205 420 350 20 440 30 0 460 240 40 480 50 10 500 260 60 520 70 20 540 280 80 560 gg E 30 580 300 100 10 800 E 400 110 620 120 50 640 340 130 660 140 60 680 360 150 700 160 70 720 380 170 740 180 80 760 190 amp 780 amp 420 200 800 210 100 820 440 220 840 230 110 860 460 240 880 250 120 900 480 260 920 570 130 500 220 140 960 3 520 290 980 300 150 1000 540 310 1020 320 160 1040 560 0585T1034 Figure 1 6 208BPHBUS 00 U S 1 27 SECTION 1 GENERAL B3995 1 28 PRESSURE CONVERSION CESSNA MODEL 208B 51000 HECTOPASCALS TO INCHES OF MERCURY Hectopascals Millibars U S 1056 31 2 1052 2 1048 309 1044 E 1040 30 7 1036 30 6 1032 E 30 5 1028 5 1024 302 1020 30 1 1016 30 0 1012 29 9 1008 gt 1004 996 29 4 992 29 3 988 29 2 29 1 29 0 28 9 976 28 8 972 E 28 7 968 28 6 ji 960 28 3 956 282 952 28 1 948 28 0 Figure 1 7 Inches
63. 8 Use of the autopilot is prohibited when the audio panel is inoperative since the aural alert will not be provided when autopilot is disengaged 9 Use of the autopilot is prohibited when conducting missed approach procedures until an established rate of climb that ensures all altitude requirements of the procedure will be met L3 COMMUNICATIONS WX 500 STORMSCOPE if installed Use of the WEATHER MAP WX 500 Stormscope for hazardous weather thunderstorm penetration is prohibited LTNG information on the NAVIGATION MAP or WEATHER MAP is approved only as an aid to hazardous weather avoidance not penetration User s guide should be available to the pilot in flight FAA APPROVED 2 30 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS TRAFFIC ADVISORY SYSTEM TAS if installed Use of the TRAFFIC MAP to maneuver the airplane to avoid traffic is prohibited TAS is intended for advisory use only TAS is intended only to help the pilot to visually locate traffic It is the responsibility of the pilot to see and maneuver to avoid traffic TAS is unable to detect any intruding aircraft without an operating transponder TAS can detect and track aircraft with either an ATCRBS operating in Mode or or Mode 5 transponders ATC procedures and the see and avoid concept will continue to be the primary means of aircraft separation However if communication is lost with ATC TAS adds a significant backup fo
64. AIR CONDITIONING if installed OFF 7 GEN CONT and GEN FIELD Circuit Breakers PULL top row last two breakers on forward end 8 RIGHT PITOT HEAT Circuit Breaker PULL second row third breaker from aft end 9 RDNG LIGHT Circuit Breaker PULL third row second breaker from aft end 10 RADAR Circuit Breaker PULL AVN BUS 1 second row sixth breaker from left side 11 HF RCVR and HF Circuit Breakers PULL AVN BUS 2 second row fifth and sixth breakers from left side liz sux VERIFY BELOW 75 AMPS continue shedding if not below 75 amps ee ee ek eee ce as CONTINUE NOTE With Standby Alternator powering the electrical system the flight can continue to destination airport with the Amber GENERATOR OFF CAS message displayed Monitor alternator load using ENGINE SYSTEM page FAA APPROVED U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES VOLTAGE HIGH Red VOLTAGE HIGH CAS MSG Ten BUS VOLTS ee Sue MONITOR If BUS VOLTS increases past 32 5 expect the generator to trip offline automatically BUS VOLTS will turn red white at 32 1 volts to give advanced warning of an automatic trip If this occurs complete the generator failure checklist beginning with step 3a IF THE GENERATOR DOES NOT TRIP AUTOMATICALLY ABOVE 32 5 VDC 2 GENERATOR Switch
65. C and from 100 to 104 C Red lines are included at 41 and 105 C Digits vary in color between green amber or red in correlation with the pointer and tape NEW ENGINE BREAK IN AND OPERATION There are no specific break in procedures required for the Pratt amp Whitney Canada Inc PT6A 114A turboprop engine The engine may be safely operated throughout the normal ranges authorized by the manufacturer at the time of delivery of your airplane 7 48 U S 208BPHBUS 00 55 SECTION 7 MODEL 208 51000 AIRPLANE AND SYSTEMS DESCRIPTION ENGINE LUBRICATION SYSTEM The lubrication system consists of a pressure system a scavenge system and a breather system The main components of the lubrication system include an integral oil tank at the back of the engine an oil pressure pump at the bottom of the oil tank an external double element scavenge pump located on the back of the accessory case an internal double element scavenge pump located inside the accessory gearbox an oil to fuel heater located on the top rear of the accessory case an oil filter located internally on the right side of the oil tank and an oil cooler located on the right side of the nose cowl Oil is drawn from the bottom of the oil tank through a filter screen where it passes through a pressure relief valve for regulation of oil pressure The pressure oil is then delivered from the main oil pump to the oil filter where extraneous matter is removed from the oil and pr
66. Cargo loaded in the forward zones may need to be balanced by loading cargo in one or more aft zones Conversely loadings can not be concentrated in the rear of the airplane but must be compensated by forward cargo to maintain balance Under ideal conditions loadings should be accomplished with heavy items on the bottom and the load distributed uniformly around the C G of the cabin cargo area zone and or cargo pod compartment Loading personnel must maintain strict accountability for loading correctly and accurately but may not always be able to achieve an ideal loading A means of protecting the aft limit is provided by supplying an aft location warning area between 38 33 MAC and the maximum allowable aft C G of 40 33 MAC The warning area is indicated by shading on the Center of Gravity Moment Envelope and C G Limits figures CAUTION This shaded area should be used only if accurate C G determination can be obtained Exercise caution while loading or unloading heavy cargo through the cargo doors An ideal loading in every other respect can still cause tail tipping and structural damage if proper weight distribution is ignored For example heavy cargo loaded trough the doors and placed momentarily in zones 4 and 5 plus the weight of personnel required to move it to a forward zone could cause an out of balance condition during loading 208BPHBUS 00 U S 6 23 SECTION 6 55 WEIGHT amp BALANCE EQUIPME
67. In the event that this occurs proceed in accordance with the Engine Fire During Start On Ground checklist If an airplane fire is discovered on the ground or during takeoff but prior to committed flight the airplane should be stopped and evacuated as soon as practical Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 35 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 SMOKE AND FIRE Continued Engine fires originating in flight must be controlled as quickly as possible in an attempt to prevent major structural damage Immediately shut off all fuel to the engine and shut down the engine Close the cabin heat firewall shutoff control and forward side vents to avoid drawing fire into the cabin open the overhead vents extend 20 to FULL flaps and slow down to 80 85 KIAS This provides a positive cabin pressure in relation to the engine compartment An engine restart should not be attempted An open foul weather window produces a low pressure in the cabin To avoid drawing the fire into the cabin the foul weather window should be kept closed A fire or smoke in the cabin should be controlled by identifying and shutting down the faulty system Smoke can be removed by opening the cabin ventilation controls When the smoke is intense the pilot can choose to expel the smoke through the foul weather window The foul weather window should be closed immediately if the fire becomes more intense when the window is opened
68. NOTE The following systems and equipment list does not included all equipment required by the 14 CFR Parts 91 and 135 Operating Requirements It also does not include components obviously required for the airplane to be airworthy such as wings primary flight controls empennage engine etc Continued Next Page FAA APPROVED 2 14 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS KINDS OF OPERATIONS EQUIPMENT LIST Continued KIND OF OPERATION SYSTEM AND OR COMPONENT COMMENTS PLACARDS AND MARKINGS 208 1 Accessible to pilot in flight Garmin G1000 RS 1 Cockpit Reference Guid Accessible to pilot in flight AIR CONDITIONING Deck Skin Fans 2 PFD Fans 2 MFD Fan Cockpit Temperature Control System Cabin Temperature Control System Ventillations Fans 2 Air Conditioning System Cabin Heat Firewall Shutoff System OMMUNICATIONS 1 Communication 0 0 1 Or as required by operating Systems VHF 2 regulation 2 Audio Control Panel One may be missing from any 3 Static Wicks 22 17 17 17 17 17 control surface Static wick on stinger can not be missing 4 Hand Microphone 0 0 1 1 1 Continued Next Page FAA APPROVED 208BPHBUS 01 U S 2 15 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 KINDS OF OPERATIONS EQUIPMENT LIST Continued KIND OF OPERATION SYSTEM AND OR COMPONENT ELECTRICAL POWER
69. Table of Contents Continued BOTH QN GPST 2 3 66 XSIDE ADO SS Nace vie da Suede 3 66 ASIDE AES aoi 3 66 Multi Function Display Fan Failed White MFD FAN Fail CAS MSG 3 67 Primary Flight Display 1 Fan Failed White PFD1 FAN FAIL CAS 56 3 67 Primary Flight Display 2 Fan Failed White PFD 2 FAIL CAS 5 3 67 Bn oon tee tet eee Pete E 3 67 Upper Half of Cargo Door or Upper Half of Passenger Airstair Door Open Amber DOOR UNLATCHED CAS MSG 3 67 Lower Half of Passenger Airstair Door Open 3 68 Right or Left Crew Doors 3 68 Cargo Pod Door s 3 68 B Electrical suc das Ses este RHET C aO Ag 3 68 Starter Contactor Does Not Disengage After Start Amber STARTER ON CAS 5 3 68 Generator Load Above Limit Amber GENERATOR AMPS CAS MSG 3 68 Altenator Load Above Limit Amber ALT AMPS CAS MSG 3 68 Standby Power Inoperative Amber STBY PWR INOP CAS 3 69 Standby Power On White STBY PWR ON CAS 56 3 69 qo a ee 3 70 Gear Box Contamination Amber Chip Detect CAS MSG
70. This vibration can be significantly reduced by placing the POWER Lever in the BETA range or it can be eliminated by turning the airplane into the wind Refer to the Taxiing Diagram figure for additional taxiing instructions FAA APPROVED 208BPHBUS 00 U S 4 41 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 TAXIING DIAGRAM 9132 EZ a 96292 4550 55 EERE ERK BERRY SRR RH 525505 52550 KLR SSK ROKR 06510 04604 0 00 0 04 0 4 0 1005 5 5255 256 05050 060 066 0665 5 OQ 19560505650560506060606060006060506055 5 9045 RR KK RR KKK HY RRR RR KK RK RHR KORG 00900 0940 4 ONA 595650565 00S 900090905 9 5 900090 909099006 9 9 9 9 50505050505060506050 006050 06090 0 06050 60909 RRR ROKK RENO OO KR KKK PORE R ROKR RK KKK KRIS RRR GRRE RRR RE RRR KR KK BRSRR RRR RR SSSR RRR 0 00 910604 0 0 010 RR KH SO RHR RIK HK OER KHOR RRR RK KR KKK SS ROKR ROKR KR K KKK KK KD RRR RRR 005 009 90 9000 RR 00 90 0000 90000 IRR RRR ER RR RRR 005 00 9 0 RVD ERROR KK 00 01460 4 0 KN 0 069 SRR KKK HK RK KIER SRK KI HK RR 9090 0 0 ROK SRK 960905 0500005 RRR ROKK RK ROK KKK SA PRR ORR KR K KRENEK KR KRY ERR 0 460 4 96400 01400 KERR KR 4 0 9 0196 PRR RRR KR KK SSS ERS I KK 0909090 9 90 OK PSR RI IK RN KR D KERR ROKR KROL KR KKK KR KRG RRC REE RRR RRR KR KR NO 9691401460 60 409 RR SS SSS RRS RRR RL RK SSNS 590565605 6 0
71. WING FLAP selector and position indicator elevator rudder and aileron trim controls with position indicators the fuel shutoff valve control cabin heat firewall shutoff valve control a microphone 12VDC power outlet and an auxiliary audio input jack Equipment mounted on this panel is illustrated in the Typical Instrument Panel figure For details concerning the instruments switches and controls on the pedestal refer in this section to the description of the systems to which these items are related 7 14 U S 208BPHBUS 00 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208B G1000 TYPICAL INSTRUMENT PANEL 8 20 6 9 bs LE 55 8L 61 0 Lc ve GE 9 26 3868 b d de eje e M ocoooooo E 994 2 e 9 5 5 000000000 Q oz Q 000000000 m fe oF en B 000000 n ol o 9 9999 ol ol gt VAA ETET gt YL EL cL LL OL 6 8 G Ve ATO360 2618 1418 Ov LV ov ev vv Figure 7 2 Sheet 1 of 2 7 15 U S 208BPHBUS 00 55 MODEL 208B 51000 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION TYPICAL
72. an Amber DOOR UNLATCHED CAS MSG located on the PFD illuminates to alert the pilot To enter the airplane through the passenger entry door depress the exterior pushbutton door release rotate the exterior door handle on the upper door section counterclockwise to the open position and raise the door section to the overcenter position Following this action the automatic door lift with the telescoping gas spring raises the door to the full up position When the upper section is open release the lower section by pulling up on the inside door handle and rotating the handle to the OPEN position Lower the door section until it is supported by the integral support cables The door steps deploy automatically from their stowed positions WARNING The outside proximity of the lower door section must be clear before opening the door Continued Next Page 7 34 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION PASSENGER ENTRY DOOR Passenger Version Only Continued To close the passenger entry door from the inside of the airplane grasp the support cables of the lower door section and pull the door up until the top edge is within reach then grasp the center of the door and pull inboard until the door is held snugly against the fuselage door frame Rotate the inside handle forward to the CLOSE position and latch the lower door section Check that the lower front and rear latches are correctly enga
73. cruise and descent 1625 Pounds Landing weight 6975 Pounds The Short Field Landing Distance chart presents landing distance information for the short field technique The landing distances for a weight of 7000 pounds and corresponding to 2000 feet pressure altitude and a temperature of 30 C should be used and are as follows Ground roll 850 Feet Total distance to clear a 50 foot obstacle 1650Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff FAA APPROVED 5 8 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE AIRSPEED CALIBRATION NORMAL STATIC SOURCE CONDITIONS 8750 Pounds Power required for level flight or maximum rated RPM dive NOTE Where airspeed values have been replaced by dashes the airspeed would be either below stall soeed at maximum weight or above the maximum approved operating limit speed for the condition Figure 5 1 Sheet 1 of 2 FAA APPROVED 208BPHBUS 00 U S 5 9 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 AIRSPEED CALIBRATION ALTERNATE STATIC SOURCE CONDITIONS 8750 Pounds Power required for level flight or maximum rated RPM dive Refer to Sheet 1 for appropriate notes applicable to this chart VENTS CLOSED Flaps UP NORMAL KIAS 100 120 160 175 ALTERNATE KIAS 103 123 Flaps 10 NORMAL KIAS ALTERNATE KIAS Flaps 20 NORMAL KIAS ALTERNATE KIAS Flaps FULL NORMAL KI
74. d POWER kev r or rv IDLE e OVERSPEED GOVERNOR TEST Button RELEASE 15 Quadrant Friction ADJUST 16 Standby CHECK first flight of the day and before all flights into known icing conditions a ENGINE SELECT SYSTEM b STBY ALT PWR 5 ON GENAMPS eee da remet an da LOAD to approximately 30 amps Generator load can be increased by using the TAXI RECOG Lights Do not exceed 60 amps d VERIFY alternator output near zero e GENERATOR TRIP I CADO AMPO due tum VERIFY LOAD d BUS VOLTS for alternator output voltage approximately one volt less than with generator ON NOTE A fully charged battery will carry part of the electrical load when initially switching from generator to standby alternator power because of the generator s higher voltage regulation h STBY PWR ON CAS MSG CHECK ON verify GENERATOR OFF CAS MSG ON i GENERATOR RESET verify GENERATOR OFF CAS MSG OFF 5 CAS MSG CHECK OFF STBY ALT PWR OFF verify STBY PWR INOP CAS MSG ON STBY ALT PWR
75. decrese rate of climb by 50 FPM for INERTIAL SEPARATOR set in BYPASS and 70 FPM for CABIN HEAT ON 3 Where rate of climb values have been replaced by dashes an appreciable rate of climb for the weight shown cannot be expected or operating temperature limits of the airplane would be greatly exceeded Those rates of climb which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 16 FAA APPROVED 208BPHBUS 00 U S 5 31 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED RATE OF CLIMB BALKED LANDING FLAPS FULL CONDITIONS Takeoff Power 1900 RPM INERTIAL SEPARATOR NORMAL Pressure Hate of Climb Feet Per Minute FPM 91011 Altitude Speed Ame Sort aoe aoe aoe oe 83 82 8500 8000 7500 7000 NOTE 1 Do not exceed torque limit for takeoff per MAXIMUM ENGINE TORQUE FOR TAKEOFF chart When ITT exceeds 765 C this power setting is time limited to 5 minutes 2 With climb power set below the torque limit decrese rate of climb by 15 FPM for INERTIAL SEPARATOR set in BYPASS and 45 FPM for CABIN HEAT ON 3 Where rate of climb values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those rates of climb which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 17
76. moment envelope Points falling within this shaded area should be used only if accurate C G determination for cargo loadings can be obtained t is the responsibility of the pilot to make sure that the airplane is loaded correctly Operation outside of prescribed weight and balance limitations could result in an accident and serious or fatal injury Figure 6 18 6 52 0 5 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS TABLE OF CONTENTS PAGE heresies verano eee ete A 7 7 Arame soi estate UNES Wat ERES ES 7 7 Cargo POG br E RC ORO B OR eee 7 8 a a UC eee e SO 7 9 TIM SYySteMS 7 9 Flight Control and Trim 7 10 Instrument Panel ux boca cee ee oe dete 7 13 Garmin Interfaces es eet gx rai TE ens 7 13 Panel Layouts Euer dn onde Res E we DSSS E AE 7 14 Control Pedestal eese Soe eee 7 14 Typical Instrument 7 15 Left Sidewall Switch and Circuit Breaker Panel 7 17 Overhead Panel umi ee abe eed eee Se eS 7 17 Ovethead PAaLrel 4 SSSR ESE 7 18 Typical Left Sidewall Switch and Circuit Breaker
77. viscosities or brands be inadvertently mixed the oil system servicing instructions in the Maintenance Manual shall be carried out BP Turbo Oil 2380 Exxon Turbo Oil ETO 85 Third generation lubricant Aero Shell Turbine Oil 500 Aero Shell Turbine Oil 555 Aero Shell Turbine Oil 560 Third generation lubricant Royco Turbine Oil 500 Royco Turbine Oil 555 Royco Turbine Oil 560 Third generation lubricant e Mobil Jet Oil II Mobil Jet Oil 254 Third generation lubricant Castrol 5000 Turbonycoil 600 CAUTION Do not mix brands or types of oils When changing from existing lubricant formulation to a third generation lubricant formulation see list above the engine manufacturer strongly recommends that such a change should only be made when an engine is new or freshly overhauled For additional information on use of third generation oils refer to the engine manufacturer s pertinent oil service bulletins Continued Next Page 208BPHBUS 00 U S 8 15 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 OIL Continued NOTE The oils listed above are recommended when operation will result in frequent cold soaking at ambient temperatures of 0 F 18 C Refer to Pratt amp Whitney Engine Service Bulletin No 1001 for additional approved oils If one or more of the following conditions exist the accessory gearbox scavenge pump inlet screen and any drained oil s
78. 000 Feet C 20 15 Figure 5 37 Sheet 6 5 98 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude Pressure Altitude Pressure Altitude Pressure Altitude C 99 Figure 5 37 Sheet 7 208BPHBUS 01 U S 5 99 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD FUEL AND TIME REQUIRED MAXIMUM CRUISE POWER 40 200 Nautical Miles CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL A39947 1 200 1000 Fuel Pounds RRRRARAP 2222 T EEG PEE Eee Time Minutes po EL 10222 BN 2 e 5 40 H s o AA L J S 0 5 20 40 60 zc Distance Nautical Miles NOTE 1 Fuel required includes the fuel used for engine start taxi takeoff maximum climb from sea level descent to sea level and 45 minutes reserve Time required includes the time during a maximum climb and descent 2 With INERTIAL SEPARATOR in BYPASS increase time by 496 and fuel by 296 or CABIN HEAT ON increase time by 396 and fuel by 296 Figure 5 38 Sheet 1 of 2 5 100 0 5 208BPHBUS 01 CESSNA SECTION 5 MODEL 208B G1000 PERFORM
79. 060000 00 940 0 0000000696 0606 000000 6 06 069 000000 9 96069 0090 a 0 0 000000 0 060 0000005006 069 00000090 069 9 0 000 00 6 9 00 RRR RRR RK RRR RK ROKR RK RRR KR 094 BRR RR ROKR RE ROR e 005 009000 90 KR 009 00 0 KR 00909 060400000050 0626960 00 00 0 69 9 0 000009 06 a RRR RRR RRR RK RNS x oO OOo KR RRR KR RRR KR 000 009 EKKKKKRK KKK KN LR KK KKK KKK KKK OY PO OO ROKK KY SRR ROKR KR 22252252525 50505050506560 050 06650 0050604 PSO 00S 00905 SS a 0 0 0000500 0 060 00000 Ne OQ 9090 00909 00909006 00 90 K KKK RHI 0090900097 KIN RIN IHS SRE RRKR RE R RK RRR RK RORY RISK RRR RK KR KR RRR KROHN RRR KOR KKK S 16 900 009 0 9 9 00 009 0 o C RRR RR ERO SS SN SA RRR RRR ORR KR 009 0 KD SPCR RRR RIOR HRY RRR RIOR RK RIOR 0090 9052f SS 0 525 0x 0090 o RRR RR RRR REND SRK HK ROR KING RSS ER IK 96 90 00090 409090909 SOR 15 949 9 9 9 9 9 9 9 155052509005 90900 00 0090 KOR 559550565669 a OQ OQ KIT KR RKO 5 0 0 0 0 050 0505050506050601 5050 0 050 0 0 05050505050 00 02 SORRY 5900 05060 0 050 0 0 050 0 555555666056 CODE LORRY 5555660 555 0006007404400 Wind direction NOTE Strong quartering tail winds require caution Avoid excessive use of power and sharp braking when the airplane is in this a
80. 1 of 2 208BPHBUS 00 U S 1 3 SECTION 1 55 GENERAL MODEL 208B G1000 59788 NOTE CABIN SIDE WINDOWS AND THE RIGHT HAND AFT PASSENGER DOOR ARE INSTALLED SOC ES 22 THE CARGO VERSION PASSENGER VERSION pps 11 15 5 1 2 ix CARGO VERSION 41 x Figure 1 1 Sheet 2 NOTE 1 Dimensions shown are based on standard empty weight and proper inflation of nose and main gear tires 2 Wing span dimension includes strobe lights 3 Maximum height shown with nose gear depressed as far as possible 4 Wheel base length is 13 3 1 2 5 Wing area is 279 4 square feet 6 Minimum turning radius pivot point to outboard wing tip strobe light is 33 8 7 Propeller ground clearance with standard tires and nose gear fork a Nose tire inflated and nose gear barrel extended 3 5 8 11 1 4 b Nose tire deflated and nose strut fully compressed 2 1 2 8 Propeller ground clearance with standard tires and extended nose gear fork a Nose tire inflated and nose gear barrel extended 3 5 8 14 b Nose tire deflated and nose strut fully compressed 5 7 8 1 4 U S 208BPHBUS 00 55 SECTION 1 MODEL 208B 51000 GENERAL INTRODUCTION This POH AFM contains 9 sections and includes the material required to be furnished to the pilot by Federal A
81. 152 1107 256 149 1176 256 144 1169 277 163 1243 277 161 1317 277 157 1160 275 162 1235 275 160 1315 276 157 1293 301 171 1374 301 169 1453 301 165 1140 270 160 1215 269 157 1300 271 155 1407 322 177 1494 322 174 1579 322 171 20 1300 301 170 1300 284 163 1400 288 160 1130 266 157 1200 265 155 1285 266 153 151 81 160 7 16 1 7 4 e BEE Figure 5 36 Sheet 9 208BPHBUS 01 U S 5 89 SECTION 5 PERFORMANCE CESSNA MODEL 208B G1000 WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 18 000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Torque a Torque Torque Ft Lbs Flow KTAS Fi Lbs Ft Lbs Flow KTAS PPH PPH 5 1109 263 1175 1249 563 1165 1239 1311 Temp ue Flow PPH 263 274 KTAS 8 160 164 157 162 152 157 274 274 1110 1273 20 1105 1367 30 1200 1085 14 263 294 260 312 278 256 332 159 171 158 176 164 155 80 1180 1352 1200 1165 1452 1300 1140 15 262 294 265 257 311 282 251 332 157 169 157 154 174 164 151 78 1285 1430 1300 1255 1534 1400 1250 16 269 294 269 260 311 286 257 332 155 165 155 152 170 161 150 74 5 90 U S Figure 5 36 Sheet 10 208BPHBUS 01 55 MODEL 208B 51000 C
82. 1527 333 173 1615 333 169 1300 306 167 1400 309 166 1500 311 163 1215 2923 161 1260 286 157 1340 286 154 15 361 81 16 361 79 17 1 7 Figure 5 36 Sheet 7 208BPHBUS 01 U S 5 87 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 14 000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Torque 149 Torque 149 Torque 149 Flow KTAS Flow KTAS Flow KTAS 1087 270 155 1159 270 153 1232 270 149 1232 280 159 1307 280 155 304 170 1379 304 168 1460 304 164 164 1265 283 160 1335 282 156 330 177 1523 330 174 1610 330 171 303 168 1400 306 167 1500 309 165 281 161 1240 276 157 1325 277 154 81 16 79 17 7 Temp 1 Figure 5 36 Sheet 8 5 88 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 16 000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Torque i Torque e Torque s Flow KTAS Flow KTAS Flow KTAS PPH PPH PPH Ft Lbs Ft Lbs Ft Lbs 1039 256
83. 153 365 1600 365 150 1600 361 128 1700 403 400 482 4o 1700 400 RS oem E ee pee ee 360 150 1545 357 147 AVA 9 0 1600 393 1 1395 361 1 1586 352 146 354 1385 354 1500 369 1584 59276 393 1707 303157 1800 390 156 1 1865 438 1 1 430 411 1700 406 1 1 404 1500 375 4 1 373 1385 2356 1 1 351 9 A A 341 1865 457 349 ES Es Aoao h 20 QOONINOON 335 co 6 LII LIA hk 102 CO CO 0 00 hk kk kk kk a a a a wA BOW CB COIR Figure 5 19 Sheet 2 5 36 U S 208BPHBUS 01 55 MODEL 208B 51000 CARGO POD INSTALLED CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 4000 OTE Do not exceed maximum cruise CONDITIONS 8750 Pounds INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Torque ES KTAS Ft Lbs PPH 1201 328 146 40 1248 335 1 48 30 1460 365 158 1375 352 154 66 59 52 1 1 1 1661 395 1500 369 1355 346 Torque Ft Lbs 1355 1415 Flow KTAS PPH 335 340 Torque Ft Lbs SECTION 5 PERFORMANCE torque or 740 C ITT ue Flow KTAS PPH 1426 455 O CO O1 Top 1859 426 366 4 e 172 1970 1800 1600 4
84. 2 2 Horizontal Stabilizers Leading Edge Porous Panels 2 Continued Next Page FAA APPROVED 208BPHBUS 01 U S 2 17 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 KINDS OF OPERATIONS EQUIPMENT LIST Continued KIND OF OPERATION SYSTEM AND OR COMPONENT COMMENTS Vertical Stabilizer Leading Edge Porous Panel Propeller Fluid Slinger Assembly TKS Equipment Pack Windshield Spray Bar Heated Lift Detector Stall Warning Vane Alternate Static Source Pitot Static Tube Heat System Left Side Wing Ice Inspection Light May be inoperative provided separator doors are secured in the BYPASS position Engine Inertial Separator Heater and Defroster McCauley TKS Propeller Continued Next Page FAA APPROVED 2 18 U S 208BPHBUS 01 55 SECTION 2 MODEL 208B G1000 LIMITATIONS KINDS OF OPERATIONS EQUIPMENT LIST Continued OPERATION R D A Y SYSTEM AND OR COMPONENT COMMENTS ICE AND RAIN PROTECTION Continued 14 CargoPod 50101010 11 INDICATING RECORDING SYSTEMS 1 Stall Warning System 2 Aural Warning All audio warnings must be Systems operational 3 Crew Alerting All CAS messages must be System Messages operational LANDING GEAR 1 Parking Brake LIGHTS 7 LIGHTS Anti Collision Light System Wing Strobes 2 Flashing Beacon Light Position Lights System Taxi Recognition Lights 2
85. 25 000 Feet TAKEOFF PERFORMANCE Ground 1365 Feet Total Distance Over 50 Foot Obstacle 2420 Feet LANDING PERFORMANCE Ground 950 Feet Total Distance Over 50 Foot Obstacle 1795 Feet STALL SPEED KCAS Flaps Up Idle 78 Knots Flaps Full Idle 61 Knots MAXIMUM WEIGHT Ge eae ind 8785 Pounds ee ER 8750 Pounds Landing ak cote ete ae EAL at x etn Seance ah 8500 Pounds STANDARD EMPTY 4511 Pounds Maximum USEFUL LOAD 4274 Pounds Speeds are based mid cruise weight Continued Next Page iv U S Revision 1 55 INTRODUCTION MODEL 208B G1000 PERFORMANCE SPECIFICATIONS PASSENGER VERSION Continued WING LOADING 31 3 Pounds Square Foot POWER LOADING 13 0 Pounds Shaft Horsepower FUEL 335 6 Gallons OIL GAPACITY cia ee dod n tt ce ro 14 Quarts ENGINE Pratt amp Whitney Canada PT6A 114A Free Turbine Flat Rated at 675 Shaft Horsepower PROPELLER McCauley 3 bladed Constant Speed Full Feathering Reversible Diameter 106 Inches NOTE The above performance figures are base
86. 250 300 350 400 450 500 550 FUSELAGE STATION FS INCHES 50 LOCATING CG WITH AIRPLANE ON LANDING GEAR FORMULA for Longitudinal CG MEASURING A AND B 0 A Nose Gear Net Weight X MEASURE A AND PER PILOT S OPERAT e Sane ING HANDBOOK INSTRUCTIONS TO Nose and Main Landing Gear Weight Totaled ASSIST IN LOCATING CG WITH AIRPLANE CG Arm of Airplane 100 X Inches Aft of Datum WEIGHED ON LANDING GEAR LOCATING CG WITH AIRPLANE ON JACK PADS FORMULA for Longitudinal CG LEVELING PROVISIONS 127 44 X LONGITUDINAL LEFT SIDE OF CG Ammof 44 _ Nose Jack Point Net Inches aoe Airplane 7 2 Nose and Aft Jack Point Datum PILOT AND FRONT PASSENGER SEATS Weight Totaled AIRPLANE AS WEIGHED TABLE LOCATING PERCENT MAC POSITION SCALE READING SCALE DRIFT NET WEIGHT FORMULA for Percent MAC LEFT SIDE 0 ___ CG Arm of Airplane 177 57 CG Percent nose AIRPLANE TOTAL AS WEIGHED BASIC EMPTY WEIGHT CENTER OF GRAVITY TABLE WEIGHT MOMENT 1000 IN pq INCLUDES ALL UNDRAINABLE FLUIDS AND FULL OIL DRAINABLE UNUSABLE FUEL AT 6 7 POUNDS PER GALLON 205 7 S N 208B0001 Thru 208B0089 Not Modified With SK208 52 S N 208B0001 Thru 208B0089 Modified With SK208 52 And S N 208B0090 And On 206 4 BASIC EMPTY WEIGHT
87. 4 208BPHBUS 00 U S 6 45 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 WEIGHT AND MOMENT TABLES FUEL AVIATION GASOLINE WITH DENSITY OF 6 0 POUNDS GALLON 60 F Moment Moment Inch Inch Pound 1000 Figure 6 15 Sheet 5 6 46 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND MOMENT TABLES CARGO CABIN LOCATIONS ORO RAN BRON NNN io o C 0 O OM e J 2 4 7 9 1 59 7 0 2 4 5 7 9 41 2 4 6 8 6 0 01 20 0 0 e ae ooo WO O y to O0 EXAMPLE To obtain moments for 350 pounds of cargo in Zone 1 add moments shown in Zone 1 for 300 pounds 51 6 and 50 pounds 8 6 for a total moment of 60 2 inch pound 1000 Figure 6 15 Sheet 6 208BPHBUS 00 U S 6 47 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 WEIGHT AND MOMENT TABLES CARGO CARGO POD LOCATIONS Zone A Zone B Zone C Zone D Weight Arm 132 4 182 1 Arm 233 4 Arm 287 6 Pounds Inch Inch Inch Inch Moment Inch Pound 1000 0 2 O1 n9 OON OUR Wh WON AMO 0 0 0 0 0 0 0
88. 52 Elevator Mistrim TELE OR JELE Indication PFD 3 52 Rudder Mistrim RUD OR RUD Indication PFD 3 53 Altitude Miscompare Amber ALT MISCOMP INDICATION PFD 3 53 Airspeed Miscompare Amber IAS MISCOMP INDICATION PFD 3 55 Pitch Roll Heading Miscompare Amber PIT ROL HDG MISCOMP INDICATION PFD 3 57 Display Unit 3 58 Dual GPS Failure Amber DR or LOI on HSI INDICATION PFD 3 59 Audio Panel 3 60 Loss of Radio Tuning Functions 3 60 Transponder Failure 3 60 Failed Airspeed Altitude and or Vertical Speed Red X on PFD Airspeed Altitude and or Vertical Speed 3 60 Failed Attitude and or Heading Attitude Fail and or Red X over Heading Display PDF 3 62 Loss of Navigation Data Lateral Deviation Bar not Present and or Glideslope Index Clears 3 64 Inaccurate Overspeed 3 64 Inaccurate Flight Director 3 65 ebbe 3 65 BOTH ONAARS 1 2 ax RR 3 66 Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 47 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000
89. 8 3 0 4 6 7 1 8 2 4 5 9 7 1 3 4 208BPHBUS 01 Figure 5 36 Sheet 5 U S 5 85 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 10 000 FEET 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Torque e Torque e Torque Ft Lbs Flow KTAS Fi Lbs Flow KTAS Ft Lbs Temp ue Flow KTAS PPH PPH PPH 1182 298 150 1261 298 158 134i 298 155 1266 310 164 1349 310 163 1433 310 159 1235 306 162 1285 301 159 1355 299 155 1426 334 172 1516 334 170 1606 334 167 1300 314 165 1400 316 164 1500 318 162 1235 303 160 1280 297 157 1355 295 154 15 364 179 168 77 17 7 20 A Figure 5 36 Sheet 6 5 86 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 12 000 FEET 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Torque i Torque e Torque es Ft Lbs Flow KTAS Fi Lbs Flow KTAS Ft Lbs Flow KTAS Temp PPH PPH PPH 1138 284 158 1213 284 156 1290 284 153 1287 306 167 1369 306 165 1452 306 162 1220 295 163 1275 291 160 1350 290 156 1437 333 175
90. 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 61 KIAS 7300 Pounds Speed at 50 Feet 73 KIAS Pressure Altitude Feet Dist To Dist To Clear 50 Clear 50 Foot Foot Obst Obst Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 27 Sheet 5 FAA APPROVED 208BPHBUS 00 U S 5 69 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD FLAPS UP TAKEOFF DISTANCE NOTE The following general information is applicable to all FLAPS UP TAKEOFF DISTANCE Charts 1 Use Type Il Type lll or Type IV anti ice fluid takeoff technique as specified in Section 4 2 Decrease distances by 10 for each 11 knots headwind For operation with tailwinds up to 10 knots increase distances by 10 for each 2 knots 3 For operation on a dry grass runway increase distances by 15 of the Ground Roll figure 4 With takeoff power set below the torque limit 1865 foot pounds increase distances both ground roll and total distance by 3 for INERTIAL SEPARATOR in BYPASS and increase ground roll by 5 and total distance by 9 for CABIN HEAT ON Figure 5 28 Sheet 1 of 3 FAA APPROVED 5 70 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD FLAPS UP TAKEOFF DISTANCE CONDITIONS
91. AND MOMENT TABLES 10 PLACE COMMUTER Crew and Passengers Single Commuter Seating Pilot Front Aft Passengers Seats Passenger 3 and 4 5 and 6 7 and 8 9 and 10 Weight 9 Arm Arm Arm Arm Pounds 2 173 9 Inch 209 9 Inch 245 9 Inch 281 9 Inch Momeni Inch Pound 1000 _ 0 29 ORION RO NO 2 c0 O 001 w OT 0 00 Na w MR ale slo enol lal oe i NIO O 2 Nv aN NaN oN aN 1 3 4 5 7 8 9 2 4 1 4 8 1 5 8 2 6 Yi 0 0 0 0 0 0 0 1 1 1 2 4 5 6 8 9 10 12 13 27 40 To obtain moments for 185 pounds paasenger in seat 5 add moments shown for 100 pounds 21 0 80 pounds 16 8 and 5 pounds 1 0 for a total moment of 38 8 inch pound 1000 The airplane may be configured with left single commuter seats installed on the right side and right single commuter seats installed on the left side Actual seat location should be noted when computing airplane weight and balance Figure 6 15 Sheet 3 6 44 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND MOMENT TABLES FUEL JET FUEL WITH DENSITY OF 6 7 POUNDS GALLON AT 60 F Moment Moment Inch Inch Pound 1000 Figure 6 15 Sheet
92. APPROVED 3 12 U S 208BPHBUS 00 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1 Seats Seat Belts Shoulder Harnesses SECURE 2 lt 100 KIAS flaps 80 KIAS flaps FULL S POWER Lever ace IDLE 4 PROP RPM FEATHER 5 FUEL CONDITION CUTOFF D FUEL BOOST SWIIGCII EE OFF 7 IGNITION Switch NORM 8 STBY ALT PWR Switch OFF 9 Nonessential OFF 10 FUEL SH TOEE PULL OFF 11 FUEL TANK SELECTORS OFF warning horn will sound 12 WING FLAPS Handle AS REQUIRED FULL recommended 13 Crew Doors UNLATCH PRIOR TO TOUCHDOWN 14 GENERATOR Switch TRIP 15 BATTERY Switch OFF when landing is assured 16 TouGhdowWn Rem m Berti SLIGHTLY TAIL LOW 17 1 esee DICH E Ex xs APPLY HEAVILY PRECAUTIONARY LANDING WITH ENGINE POWER 1 Seats Seat Belts Shoulder Harnesses SECURE 2 WING FLAPS Handle sess edhe eee oak ee ketene Ss 10 B n OE AER 90 KIAS 4 Selected FLY OVER noting terrai
93. APPROVED 208BPHBUS 01 U S 3 1 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 TABLE OF CONTENTS Page AVIONICS AULODIIOl 3 22 Pitch Trim Failure Red PTRIM 3 22 Yaw Damper Inoperative Red AFCS or YAW CAS MSG 3 22 Electrical Fallules 25 5 22 arene oe Sages 3 23 Generator Failure Amber GENERATOR OFF CAS MSG 3 23 Voltage High Red VOLTAGE HIGH CAS MSG 3 25 Voltage Low Red VOLTAGE LOW CAS MSG 3 25 PEngine Sa EE ERR 3 27 Loss of Oil Pressure Red OIL PRESSURE LOW CAS MSG 3 27 Fuel Control Unit Malfunction in the Pneumatic or Governor Sections Engine Power Rolls Back to Idle 3 27 Emergency Power Lever not Stowed Red EMERG PWR LVR CAS 5 3 27 PEUCISYSICMN s e secti dou cs oo Sey ee 3 28 Fuel Flow Interruption to Fuel Reservoir Red RSVR FUEL LOW CAS MSG 3 28 Fuel Tank Selector OFF During Engine Start Red FUEL SELECT OFF CAS MSG and Both Fuel Selector Warning Horns Activated 3 28 Fuel Level Low and Single Fuel Selector Off Red FUEL SELECT OFF and Amber L L R FUEL LOW CAS MSG s and or Both Fuel Tank Selectors Off Red FUEL SELECT OFF CAS MSG and One Fuel Warning Horn Activated 2 ne x hk ek rsen tec 3 28 EXPANDED EMERGENCY Engine Failure 3 30
94. Bat Amps Volts Prop Amps NOTE 1 Total unusable fuel when operating with both tanks ON is 3 6 U S gallons Figure 2 5 FAA APPROVED 208BPHBUS 00 U S 2 11 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 PREFLIGHT Takeoff is prohibited with any frost ice snow or slush adhering to the wings horizontal stabilizer vertical stabilizer control surfaces propeller blades and or engine inlets WARNING Even small amounts of frost ice snow or slush on the wing may adversely change lift and drag Failure to remove these contaminants will degrade airplane performance and will prevent a safe takeoff and climb VISUAL AND TACTILE CHECK If the outside air temperature OAT is below 10 C 50 F a tactile check of the wing leading edge and upper surface per Section 4 of the POH AFM is required in addition to a visual inspection During ground icing conditions takeoff must be accomplished within five minutes of completing the tactile inspection unless the airplane is operated per 14 CFR 135 227 b 3 Ground icing conditions are defined as 1 is 2 C 36 F or below and visible moisture is present i e rain drizzle sleet snow fog water is present on the wing etc or 2 The is 5 C 41 F or below and conditions are conducive to active frost formation e g clear night with a dew point temperature OAT difference of 3 C 5 F or less Takeoff is prohibited if frost i
95. DIRECT SPRAY AVOIDANCE AREAS A39414 Windows Pitot static tube Engine inlets warning and exhaust vane 2685R1035 DIRECT SPRAY AVOIDANCE AREAS Engine Inlets and Exhaust Brakes Pitot static Tubes Windshields Cabin Windows and Stall Warning Vane Figure 8 3 8 36 U S 208BPHBUS 00 55 SECTION 8 MODEL 208 51000 HANDLING SERVICE AND MAINTENANCE DEICING AND ANTI ICING APPLICATION NOTE Start the deice and anti ice application at the left front area of the airplane The pilot can then get a conservative estimate of how quickly ice forms by observation from inside the cockpit Because the cockpit is the first area deiced or anti iced it will be the first area where ice will form again A39415 Finish 2685R1035 Figure 8 4 208BPHBUS 00 0 5 8 37 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 CLEANING AND CARE WINDSHIELD AND WINDOWS The windshield and windows are constructed of cast acrylic The surface hardness of acrylic is approximately equal to that of copper or brass Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated Canvas covers may scratch the plastic surface When cleaning and waxing the windshield and windows use only the following prescribed methods and materials WINDSHIELD AND WINDOW MAINTENANCE PROCEDURES The following procedures provide the most current information regarding cleaning and servicing
96. FAA APPROVED 208BPHBUS 00 U S 4 5 SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION 966447 49466 55555 555955955595 65 5565060 POOR 000600 526052505065 590095990 525245055555 Qe OOOO D CABIN 1 STATIC Tube Covers Pilot s Operating Handbook Garmin G1000 Control Locks 50 gt 2 50 1 Q Ko 5 944 5 40 it 0 Q Q 0 lt gt 50 9 9 4 gt e 5 vas 6 Q lt gt x 5 25 C2 4 40 5 50 5 4 5 5 6 CX 0 555525 6 Q 0 6 2 See 50502 SSC 0 0 0 109949494 57 5 4 4 d Q Q 525250 5 Q Q 9 5 5 5 5 9 gt 4 lt gt lt 2 5 55 5 555005505050 4 494 109959494 0505050 0 00600 050506050 1 4 5 lt gt 525559555550 Ki H a ex lt 5 5555 5 o 5252506 X 59 BS 555 250 50 lt gt Q 525252669 6070944
97. If additional biocidal protection is desired an additive is permitted for use in certain conditions Fuel tank maintenance practices are of prime importance in controlling microbial growth However other factors such as climate airplane design route structure and utilization also affect microbial growth therefore occasional use of a biocide may be required Biocide additive may be used on a limited basis defined as intermittent or non continuous use in a single application to sterilize airplane fuel systems suspected or found to be contaminated by microbial organisms For those operators where the need for biocide use is dictated Pratt amp Whitney Canada recommends as a guide a dosage interval of once a month This interval can then be adjusted either greater or lesser as an operator s own experience dictates An engine operated in private and corporate airplanes where utilization rates are relatively low may use the additive continuously The following additives are permitted for use Sohio Biobor JF Kathon FP 1 5 CAUTION Additive shall not exceed a maximum concentration of 270 parts per million by weight 208BPHBUS 00 U S 8 21 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 FUEL CONTAMINATION Fuel contamination is usually the result of foreign material present in the fuel system and may consist of water rust sand dirt microbes or bacterial growth In addition additives that are
98. JP 5 MIL T 5624 JP 8 MIL T 83133A Alternate Emergency Fuels Aviation Fuel All grades of military and commercial aviation gasoline CAUTION Aviation gasoline is restricted to emergency use and shall not be used for more than 150 hours in one overhaul period a mixture of one part aviation gasoline and three parts of Jet A Jet A 1 JP 5 or JP 8 may be used for emergency purposes for a maximum of 450 hours per overhaul period Approved Fuel Additives One of the following additives is required for anti icing protection Ethylene Glycol Monomethyl Ether Diethylene Glycol Monomethyl Ether CAUTION JP 4 and JP 5 fuel per MIL T 5624 and JP 8 fuel per MIL T 83133A contain the correct premixed quantity of an approved type of anti icing fuel additive and no additional anti ice compounds should be added If additional anti static protection is desired the following additive is approved for use Dupont Stadis 450 If additional biocidal protection is desired the following additives are permitted for use in certain conditions Sohio Biobor JF Kathon FP 1 5 Continued Next Page 208BPHBUS 00 U S 1 7 SECTION 1 55 GENERAL MODEL 208B G1000 FUEL Continued NOTE Refer to Section 8 for allowable concentrations of the above additives and additional information Fuel Capacity tose do wat A 335 6 U S Gallons Total Capacity Each Tank 167 8 U S Gall
99. Lever is stowed in the CUTOFF position CAUTION The propeller reversing linkage can be damaged if the POWER Lever is moved aft of the IDLE position when the engine is not running and the propeller is feathered STARTING ENGINE The Starting Engine checklist procedures should be followed closely to assure a Satisfactory engine start With the FUEL CONDITION Lever in the CUTOFF position move the starter switch to the START position verify that the STARTER ON and IGNITION ON CAS MSG s are displayed Next check for a positive indication of engine oil pressure After Ng stabilizes minimum of 12 move the FUEL CONDITION Lever to the LOW IDLE position and verify fuel flow in the general range of 90 to 140 pph After the engine lights off and during acceleration to idle approximately 52 monitor ITT and Ng Maximum ITT during engine start is 1090 C limited to 2 seconds Typically the ITT during start is well below this maximum value After the engine has stabilized at idle the STARTER ON CAS MSG should be OFF If this CAS MSG remains ON it indicates the starter has not been automatically disengaged during the engine starting sequence due to a failed speed sensor CAUTION If no ITT rise is observed within 10 seconds after moving the FUEL CONDITION Lever to the LOW IDLE position or ITT rapidly approaches 1090 C move the FUEL CONDITION Lever to CUTOFF and perform the Engine Clearing Procedure in this section Continued
100. MAC Mean Aerodynamic Chord of a wing is the chord of an imaginary airfoil which throughout the flight range will have the same force vectors as those of the wing Continued Next Page 208BPHBUS 00 U S 1 13 SECTION 1 GENERAL CESSNA MODEL 208B G1000 SYMBOLS ABBREVIATIONS AND TERMINOLOGY Continued Maximum Landing Weight Maximum Ramp Weight Maximum Takeoff Weight Moment Reference Datum Residual Fuel Scale Drift Standard Empty Weight Fuselage Station Tare Useful Load Maximum Landing Weight is the maximum Landing weight approved for the landing touchdown Maximum Ramp Weight is the maximum weight approved for ground maneuver and includes the weight of fuel used for start taxi and runup Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll Moment is the product of the weight of an item multiplied by its arm Moment divided by the constant 1000 is used in this POH AFM to simplify balance calculations by reducing the number of digits Reference Datum is an imaginary vertical plane 100 inches forward of the front face of the firewall Residual Fuel is the fuel remaining when the airplane is defueled in a specific attitude by the normal means and procedures specified for draining the tanks Scale Drift may occur on some types of electronic scales because of the inability of the scale to return to a true zero reading after weighing If present th
101. Maximum Glide 3 32 Forced case Nes wae OR 3 34 E 3 34 Landing without Elevator 3 35 BSrnoke and ccc cee ead 3 35 Continued Next Page FAA APPROVED 13 2 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Emergency Operation in Clouds 3 36 Executing a 180 Turn in Clouds AHRS Failure 3 37 Emergency Descent Through Clouds AHRS Failure 3 37 Recovery from Spiral Dive in the Clouds AHRS Failure 3 38 Eje ERE 3 39 Engine Malfunctions 3 40 Loss of Pressure 3 40 Fuel Control Unit Malfunctions in the Pneumatic or Governor 3 41 Emergency Power Lever Not 3 41 Fuel System Malfunction Inadvertent Fuel Flow Interruption 3 42 Electrical Failures 3 43 Generator or Main Bus Malfunctions 3 43 Loss of Electrical 3 44 Partial Avionics Power Failure 3 44 Standby Electrical System Malfunctions 3 44 Emergency 3 45 Emergency
102. OFF and located on the right side of the pedestal The push pull knob has a press to release button in the center which locks the knob in position when the button is released FUEL TANK SELECTORS Two FUEL SELECTORS one for each tank are located on the overhead console The selectors labeled LEFT ON and OFF and RIGHT ON and OFF mechanically control the position of the two fuel tank shutoff valves at each wing tank When a fuel tank selector is in the OFF position the shutoff valves in the tank are closed When in the ON position both shutoff valves in the tank are open allowing fuel from that tank to flow to the reservoir Normal fuel management is with both fuel tank selectors in the ON position Before refueling or when the airplane is parked on a slope turn off one of the fuel tank selectors if parked on a slope turn high wing tank off This action prevents crossfeeding from the fuller or higher tank and reduces any fuel seepage tendency from the wing tank vents FUEL SELECTORS OFF WARNING SYSTEM A test switch labeled TEST SWITCH FUEL SELECT OFF DN is located on the lower left corner of the instrument panel When this switch is placed in the DOWN position the Red FUEL SELECT OFF MSG will illuminate and two warning horns will sound simultaneously indicating that the fuel selector warning circuitry is operational FUEL BOOST PUMP SWITCH An auxiliary boost pump switch located on the left sidewall switch and circuit br
103. OVERHEAD CONSOLE ON OVERHEAD CONSOLE oU Uo eE HEATER OUTLETS zo EACH CABIN SIDEWALL oly AT FLOOR LEVEL ilo iO MIXING AIR VALVE ADJUSTABLE REAR OPERATING MODES PASSENGER OVERHEAD Mixing air valve in GRD VENTILATING OUTLETS 11 ition at power DE n gs below 92 Used on the ground at 4 ENGINE BLEED cold temperatures 4 AIR FLOW A RM in FLT lt VENTILATING AIR osition at power As unt below 9296 i HEATING AND fr Used on the ground in DEFROSTING AIR BLEED AIR DISCHARGE mild temperatures Mixing air valve in FLT position at power settings above 92 Used during inflight operations In this mode bleed air through the flow control valve only is utilized _ CABIN RETURN AIR ELECTRICAL CONNECTION MECHANICAL CONNECTION Figure 7 13 Sheet 2 of 2 208BPHBUS 00 268571009 U S 7 87 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 MIXING AIR PUSH PULL CONTROL A push pull control labeled MIXING AIR GRD PULL FLT PUSH is located on the cabin heat switch and control panel With the push pull control in the GRD position pulled out warm compressor bleed valve air is mixed with hot compressor outlet air in the mixer muffler This mode is used during ground operation when warm compressor bleed valve air is available at power setting below 92 and can be used as additio
104. S 8 27 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 GROUND DEICE ANTI ICE OPERATIONS Continued CAUTION Type fluids should never be used full strength undiluted Undiluted glycol fluid is quite viscous below 14 F 10 C and can actually produce lift reductions of about 20 percent Additionally undiluted glycol has a higher freezing point than a glycol water mixture NOTE Deicing and anti icing procedures must be closely coordinated between the pilot in command and ground crews and carried out in a timely manner Ultimate responsibility for safety of flight rests with the pilot in command and any decisions to deice or anti ice an airplane must be accomplished under his or her direct supervision The first area to be deiced and anti iced must be visible from the cockpit and must be used to provide a conservative estimate for subsequent ice accumulations on unseen areas of the airplane before initiating takeoff Due to the weight and changes that occur while deicing the airplane a tail stand must be placed under the tail to prevent the airplane from tipping on its tail HOLDOVER TIMETABLE TYPE TYPE Il TYPE AND TYPE IV FLUIDS NOTE Refer to FAA notice 8900 22 dated 10 12 07 or later for holdover timetables The length of time that deicing and anti icing fluids remain effective is known as holdover time The holdover timetables for Type deicing Type
105. STA 307 00 to 332 00 Zone 6 STA 332 00 to 356 00 7 Baggage Cargo Zone A STA 100 0010 154 75 Zone B STA 154 75 to 209 35 Zone STA 209 35 to 257 35 Zone D STA 257 35 to 332 00 9 Fuel Allowance 10 TO WEIGHT AND MOMENT SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST LOADING PROBLEM Weight Moment Weight Moment Pounds Inch Pound 1000 Pounds Inch Pound 1000 S S 50 8750 2 50 50 50 50 35 1 Locate this point 8750 at 1743 1 on the Center of Gravity Moment Envelope and since this point falls within the envelope the loading is acceptable NOTE Refer to the Weight and Moment Tables for weight and moment of crew passengers usable fuel and cargo being carried Refer to Cabin Internal Loading Arrangements for aft passengers seating arrangements Figure 6 16 Sheet 1 of 2 208BPHBUS 00 U S 6 49 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 SAMPLE LOADING PROBLEM UR AIRP Lama un PLA Vien _ EEE eee Figure 6 16 Sheet 2 6 50 U S 208BPHBUS 00 CESSNA SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST CENTER OF GRAVITY LIMITS A72476 Airplane C G Location Millimeters Aft of Datum STA 0 0 4500 4600 4700 4800 4900 5000 5100 5200 9000 E 4 DEL 2 8000 Asie Limits 5 5 Fso
106. Section 8 for additional approved additives concentrations FAA APPROVED 208BPHBUS 00 U S 2 25 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 MAXIMUM OPERATING ALTITUDE LIMIT Certificated Maximum Operating Altitudes Non Icing Conditions 25 000 Feet Icing Conditions if so equipped 20 000 Feet Any conditions with any ice on the airplane 20 000 Feet OUTSIDE AIR TEMPERATURE LIMITS COM DAY da bes weet wee hah 54 C from Sea Level to 25 000 Feet Hot Day Ground Operations 53 C from Sea Level to 5000 Feet ISA 37 C above 5000 Feet Flight Operations ISA 35 C from Sea Level to 25 000 Feet Refer to ISA Conversion and Operating Temperature Limits chart in Section 5 for a graphical presentation of the operating air temperature limits NOTE With both deck skin fans inoperative ground operations are limited to 46 for 30 minutes Ground operations up to 38 are not time limited with both deck skin fans inoperative MAXIMUM PASSENGER SEATING LIMITS In the Cargo Version a maximum of one seat may be installed to the right of the pilots seat for use by a second crew member or a passenger In the Passenger Version up to eleven seats may be installed the right front seat may be occupied by either a second crew member or passenger When the right front seat is occupied by a passenger only eight seats in the aft cabin can be occupied Ref
107. Shown 63528 Internal Inertia Reel Internal Inertia Reel Seat Belt Link Half Seat Belt Buckle Half 26191159 Figure 7 7 Sheet 3 of 3 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION SEAT BELTS AND SHOULDER HARNESSES All seat positions are equipped with seat belts and shoulder harnesses The pilots and copilots seat positions are equipped with shoulder harnesses with inertia reels WARNING Failure to correctly use seat belts and shoulder harnesses could result in serious or fatal injury in the event of an accident SEAT BELTS STRAP AND SHOULDER HARNESSES PILOT AND COPILOT SEATS Both the pilots and copilot s seat positions are equipped with a five point restraint system which combines the function of conventional type seat belts a crotch strap and an inertial reel equipped double strap shoulder harness in a single assembly The seat belts and crotch strap attach to fittings on the lower seat frame and the inertia reel for the shoulder harness attaches to the frame of the seat back The right half of the seat belt contains the buckle which is the connection point for the left belt half crotch strap and shoulder harnesses The left belt crotch strap and shoulder harnesses are fitted with links which insert into the buckle Both halves of the seat belt have adjusters with narrow straps to enable the belt halves to be lengthened prior to fa
108. Standby Torque olo Indicator MISCELLAN EOUS MISCELLANEOUS EQUIPMENT Cards seat NOTE 1 PFD backlighting is required for day VFR flight if MFD backlighting has failed Display backup mode must be active so engine indicators are shown 2 MFD backlighting is required for day VFR flight if PFD backlighting has failed Display backup mode must be active so flight instruments are shown FAA APPROVED 208BPHBUS 01 U S 2 23 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 FUEL LIMITATIONS Total Fuel Both Tanks 335 6 U S gallons Each Tank 167 8 U S gallons Both Tanks ON 332 0 U S gallons Usable Fuel Single Tank ON 165 0 U S gallons Both Tanks ON 3 6 U S gallons 2 8 U S gallons _ NOTE To achieve full capacity fill fuel tank to the top of the filler neck Filling fuel tanks to the bottom of the fuel filler collar level with flapper valve allows space for thermal expansion and results in a decrease in fuel capacity of four gallons per side eight gallons total With low fuel quantity FUEL LOW CAS MSG s ON continuous uncoordinated flight is prohibited Unusable fuel quantity increases when more severe sideslip is maintained Due to possible fuel starvation maximum full rudder sideslip duration time is three minutes Maximum fuel unbalance in flight is 200 pounds Fuel Grade Specification and Fuel Additives CAUTION Aviation gasoline is restricted to emergency us
109. System paragraph in this section Fuel rejected by the engine on shutdown drains into a fireproof fuel can located on the front left side of the firewall The can should be drained during preflight inspection If left unattended the can fuel will overflow overboard Fuel system venting is essential to system operation Complete blockage of the vent system will result in decreased fuel flow and eventual engine stopage Venting is accomplished by check valve equipped vent lines one from each fuel tank which protrude from the trailing edge of the wing at the wing tips also the fuel reservoir is vented to both wing tanks 208BPHBUS 00 U S 7 63 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208B G1000 FUEL SYSTEM A70355 FUEL NOZZLES FUEL SUPPLY PRIMARY SECONDARY PRESSURE FEED FUEL LIE TL FUEL z FUEL METERED FUEL MANIFOLD FUEL DRAIN FUEL OLD UTEP IP FLOW FLOW BIA 222222222772 HOW INDICATOR VENT FUEL MECHANICAL CONNECTION Mera CP AND FUEL FEON EMERGENCY A ELECTRICAL CONNECTION VENT DRAIN TRANSDUCER POWER FUEL sors LEVER CONTROL ice sem UNIT eI Wee amc POWER LEVER WARNING ENGINE DRIVEN N FUEL PUMP FUEL DURING PREFLIGHT INSPECTION CONDITION AFTER ANY FUEL SYSTEM SERVICING
110. WING FLAPS UP PUEL BOOST SWC 5 2 oust pean were wat OFF Te EUELSSHUTOEFIBOD dtes PULL OFF 8 IGNITION Continued Next Page FAA APPROVED 3 8 U S 208BPHBUS 00 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES ENGINE FAILURE DURING FLIGHT Continued 9 STBY ALT PWR Switch OFF 10 Electrical Load REDUCE a AVIONICS STBY PWR Switch OFF b AVIONICS BUS TIE Switch OFF PRIMARY Switch if installed NORM NOTE TKS Ice Protection System PRIMARY switch must be kept in NORM in order to keep the electrical load within limits on BATTERY power ONLY d PROP HEAT Switch if installed OFF e GCABINEIGlS 3252 fe SIROBE lgBISS EX g LDG TAXI RECOG Keep LDG TAXI RECOG lights OFF until required for approach and landing Prior to landing only turn the LEFT LDG light ON to keep electrical load below limit h 5 i AIR CONDITIONING if installed OFF j CONT and GEN FIELD Circuit Breakers PULL top row last two breakers on forward end k RIGHT PITOT HEAT Circuit
111. a Carefully monitor fuel quantity and cabin odor for evidence of a fuel leak b Land as soon as practical and determine cause for motive flow failure before next flight 5 If FUEL PRESS LOW CAS MSG and FUEL BOOST ON CAS MSG are illuminated a Carefully monitor engine indications for sign of fuel starvation b Land as soon as possible FUEL LEVEL LOW Amber L R L R FUEL LOW CAS MSG S 1 FUEL TANK SELECTORS BOTH ON 2 Fuel Balance oor Uu Rad iex e ws MONITOR Maximum 200 pounds imbalance FAA APPROVED 13 72 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES ICE AND RAIN PROTECTION STATIC HEAT FAILURE Amber L R OR L R P S HEAT CAS MSG 1 PITOT HEAT Circuit Breakers Land CHECK IN If ice begins to form near the static port of the left pitot static tube from compensation ring to aft end of tube or if amber IAS MISCOMP and or ALT MISCOMP CAS messages are displayed on the pilot s PFDs 2 Pilot and Copilot Airspeed COMPARE with Standby Airspeed Indicator WARNING The Standby Airspeed Indicator uses the same pitot static sources as the pilot s side air data computer ADC1 Do not use Standby Airspeed Indicator as sole source in determining correct airspeed 9 ovr RES DISENGAGE altitude hold mode Ay AET SIAUCAIR as 242 DDR RR d PULL FULL ON NOTE The alternate static source is con
112. and aft spar formed sheet metal ribs and reinforcements and a wrap around skin panel The top of the rudder incorporates a leading edge extension which contains a balance weight The horizontal stabilizer is constructed of a forward and aft spar ribs and stiffeners four upper and four lower skin panels and two left and two right wrap around skin panels which also form the leading edges The horizontal stabilizer also contains dual jack screw type actuators for the elevator trim tabs Construction of the elevator consists of a forward and aft spar sheet metal ribs upper and lower skin panels and wrap around skin panels for the leading and trailing edges An elevator trim tab is attached to the trailing edge of each elevator by full length piano type hinges Dual pushrods from each actuator located in the horizontal stabilizer transmit actuator movement to dual horns on each elevator trim tab to provide tab movement Both elevator tip leading edge extensions provide aerodynamic balance and incorporate balance weights A row of vortex generators on the top of the horizontal stabilizer just forward of the elevator enhances nose down elevator and trim authority To assure extended service life of the airplane the entire airframe is corrosion proofed Internally all assemblies and sub assemblies are coated with a chemical film conversion coating and are then epoxy primed Steel parts in contact with aluminum structure are given a chromate dip befo
113. and after each refueling If water is observed take additional samples until clear Take repeated samples from all fuel drain points until all contamination has been removed 24 Fuel Drain DRAIN until empty 25 Fuel Pump Drain Reservoir DRAIN until empty BEFORE STARTING ENGINE 1 Preflight verify weight balance is checked tail stand is removed and stowed 2 All Key Locking Cabin Doors UNLOCKED except cargo configured aircraft Cargo door can be locked if no passengers occupy cargo section of airplane Passenger COMPLETE 4 Cabin Doors LATCHED check aft doors 5 Left Crew Door Lock Override Knob and Right Crew Door Inside Lock UNLOCKED 6 PARKING BRAKE AT IA SET depress brake pedals and pull control out Te Control LOCK oTr See oe ts ee e br opes REMOVE 8 Seats Seat Belts Shoulder Harnesses ADJUST and SECURE crew seat lock indicator pin s extended WARNING Failure to correctly use seat belts and shoulder harnesses could result in serious or fatal injury in the event of an accident 92 SWITCHES uo DE DE e ERU DC USE E E E OFF TO IGNITION Switch NORM 11 Circuit Breakers CHECK IN 12 FUEL TANK SELECTORS B
114. as shown in the sample calculation below for a 315 pound load instead of 300 pounds in cabin Zone 1 minor weight variables do not affect the weight index significantly The ARM used in the following calculation is the centroid of cabin Zone 1 as shown on the diagram on the backside of the record 315 X 172 1 192 12 5 500 1000 12 5 987 5 The weight index of 987 5 when rounded to the next highest number would still result in the 988 given in the example above for a 300 pounds load 5 Add weight of pod cargo pilot passenger and TKS fluid if installed to sub total weight for cabin cargo and enter this value as the weight of the total payload the sum of all item indices recorded is the item index for the total payload For calculation purposes enter only the last three digits of the total in the ITEM INDEX columns 6 Enter basic empty weight from airplane weight and balance information in ITEM WEIGHT column for aircraft empty weight Calculate weight index using the BASIC AIRPLANE INDEX formula on the backside of the Weight and Balance Record Load Manifest The sample calculation below is for an airplane with a basic empty weight of 5005 pounds and a C G arm of 185 69 5005 185 69 192 500 436 84 500 In the aircraft empty weight spaces for the airplane this sample a weight of 5005 and an index of 437 would be entered Continued Next Page 6 12 U S 208BPHBUS 00 55 SECTION 6
115. battery s state of charge Power is supplied to most general electrical and all avionics circuits through two general buses two avionics buses and a hot battery bus The battery bus is energized continuously for cabin courtesy lights and functions requiring power when the two general busses are off The two general buses are on anytime the battery switch is turned on All DC buses are on anytime the battery switch and the two avionics switches are turned on STANDBY ELECTRICAL SYSTEM The standby electrical system serves as a power source in the event the main generator system malfunctions in flight The system includes an alternator operated at a 75 amp capacity rating The alternator is belt driven from an accessory pad on the rear of the engine The system also includes an alternator control unit located forward of the circuit breaker panel a standby alternator contactor assembly on the left front side of the firewall and two switches on the left sidewall switch panel labeled STBY ALT POWER and AVIONICS STBY PWR Circuit protection and isolation is provided by two circuit breakers labeled STBY PWR on the left sidewall circuit breaker panel Field excitation to the alternator control unit is supplied through diode logic from a circuit breaker in the standby alternator relay assembly or from the HOURMETER ACU circuit breaker in the main power relay box Standby Electrical system monitoring is provided by CAS messages White STBY PWR ON CAS
116. clean before flight Any traces of solid contaminants such as rust sand pebbles dirt microbes and bacterial growth or liquid contamination resulting from water improper fuel type or additives that are not compatible with the fuel or fuel system components must be considered hazardous Carefully sample fuel from all fuel drain locations during each preflight inspection and after every refueling t is essential in cold weather to remove even the smallest accumulations of frost ice snow or slush from the wing tail control surfaces propeller blades and engine air inlets Exercise caution to avoid distorting the vortex generators on horizontal stabilizer while deicing To assure complete removal of contamination conduct a visual and tactile inspection of all critical surfaces Also make sure the control surfaces contain no internal accumulations of debris If these requirements not performed aircraft performance will be degraded to a point where a safe takeoff and climb may not be possible Prior to any flight in known or forecast icing conditions check that PITOT STATIC tube s and STALL warning heaters are warm to touch after turning PITOT STATIC and STALL HEAT switches ON for 30 seconds then OFF Make sure the pitot covers are removed prior to turning PITOT STATIC HEAT ON f a night flight is planned check operation of all lights and make sure a flashlight is available and properly stowed
117. date with the latest revisions issued by the publisher These vendor manuals contain a user registration form or instructions for obtaining future revisions or changes WARNING Complete familiarity with the airplane and its systems will not only increase the pilot s proficiency and ensure optimum operation but could provide a basis for analyzing system malfunctions in case an emergency is encountered Information in this section will assist in that familiarization The responsible pilot will want to be prepared to make proper and precise responses in every situation e Limitations contained the following supplements are FAA approved Observance of these operating limitations is required by Federal Aviation Regulations 208BPHBUS 00 9 1 9 2
118. demonstrated capable of and has been shown to meet the accuracy requirements for the following operations provided it is receiving usable navigation data These do not constitute operational approvals 1 Enroute terminal non precision instrument approach operations using GPS and WAAS including GPS or GPS and RNAV approaches and approach procedures with vertical guidance including LNAV VNAV LNAV V and within the U S National Airspace System in accordance with AC 20 1384 2 As a required Long Range Navigation LRN system for use in the following types of airspace when used in conjunction with Garmin WAAS Fault Detection Exclusion Prediction Program part number 006 A0154 01 or later approved version a Oceanic Remote RNP 10 per FAA AC 20 138A FAA Notice 8110 60 FAA Order 8400 12A and FAA Order 8700 1 Both GPS receivers are required to be operating and receiving usable signals except for routes requiring only one Long Range Navigation LRN sensor NOTE Each display computes an independent navigation solution based on the on side GPS sensor However either display will automatically revert to the cross side sensor if the on side sensor fails or if the cross side sensor is determined to be more accurate A BOTH 51 or BOTH ON GPS2 message does not necessarily mean that one GPS has failed Refer to the MFD AUX GPS STATUS page to determine the status of the unused GPS Continued Ne
119. each 11 knots headwind For operation with tailwind up to 10 knots increase distances by 10 for each 2 knots 3 For operation on a dry grass runway increase distances by 15 of the Ground Roll figure 4 With takeoff power set below the torque limit 1865 foot pounds increase distances both ground roll and total distance by 3 for INERTIAL SEPARATOR in BYPASS and increase ground roll by 5 and total distance by 10 for CABIN HEAT ON 5 Where distance values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those distances which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only 6 For operation above 40 C and below the operating temperature limits increase distances at 40 C by 20 Figure 5 10 Sheet 1 of 5 FAA APPROVED 208BPHBUS 00 U S 5 19 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED SHORT FIELD TAKEOFF DISTANCE CONDITIONS Flaps 20 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 70 KIAS 8750 Pounds Speed at 50 Feet 83 KIAS Pressure Altitude Dist To Dist To Clear 50 Clear 50 Foot Foot Obst Obst Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 400
120. each knob opens a small air door on the fuselage exterior which pulls in ram air for distribution through the ventilating outlet VENTILATING OUTLETS Two vent knobs labeled VENT PULL ON are located one on each side of the instrument panel Each knob controls the flow of ventilating air from an outlet located adjacent to that knob Pulling each knob opens a small air door on the fuselage exterior which pulls in ram air for distribution through the ventilating outlet OXYGEN SYSTEM Some Cargo Versions are equipped with a two port oxygen system having quick don type masks for the pilot and passenger other Cargo Versions can be equipped with a two port oxygen system utilizing conventional masks The Passenger Version can be equipped with up to 17 port oxygen system utilizing conventional masks Refer to Section 9 Supplements for complete details and operating instructions 7 90 U S 208BPHBUS 00 55 SECTION 7 MODEL 2088 51000 AIRPLANE AND SYSTEMS DESCRIPTION PITOT STATIC SYSTEM AND INSTRUMENTS There are two independent pitot static systems on the airplane The left pitot static system supplies ram air pressure to Air Data Computer 1 and to the standby airspeed indicator and supplies static pressure to Air Data Computer 1 and to the standby airspeed indicator vertical speed indicator and altimeter The right pitot static system provides ram air and static pressure to Air Data Computer 2 Each system is composed of a he
121. engine driven accessories with the exception of the propeller tachometer generator and the propeller governors are mounted on the accessory gearbox located at the rear of the engine These accessories are driven from the compressor turbine by a coupling shaft which extends the drive through a conical tube in the oil tank center section 7 56 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION OIL PUMP Pressure oil is circulated from the integral oil tank through the engine lubrication system by a self contained gear type pressure pump located in the lowest part of the oil tank The oil pump is contained in a cast housing which is bolted to the front face of the accessory diaphram and is driven by the accessory gear shaft The oil pump body incorporates a circular mounting boss to accommodate a check valve located in the end of the filter housing A second mounting boss on the pump accommodates a pressure relief valve FUEL PUMP The engine driven pump is mounted on the accessory gearbox at the 2 o clock position The pump is driven through a gear shaft and splined coupling The coupling splines are lubricated by oil mist from the auxiliary gearbox through a hole in the gear shaft Another splined coupling shaft extends the drive to the fuel control unit which is bolted to the rear face of the pump Fuel from the oil to fuel heater enters the fuel pump through a 74 micron inlet screen Then fuel
122. for CABIN HEAT ON 3 Where climb gradient values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those climb gradients which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 13 FAA APPROVED 5 28 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED MAXIMUM RATE OF CLIMB CONDITIONS 1900 RPM INERTIAL SEPARATOR NORMAL Weight Pressure Rate of Climb Feet Per Minute FPM pol Pounds Feet KIAS 40 C 20 C 0 C 20 40 104 8750 Sea Level 4000 8000 8300 24 7800 4000 8000 7300 12 000 16 000 20 000 24 000 1 Torque set at 1865 foot pounds or lesser value must not exceed maximum climb ITT of 765 C or Ng of 101 6 2 With climb power set below the torque limit decrese rate of climb by 30 FPM for INERTIAL SEPARATOR set in BYPASS and 65 FPM for CABIN HEAT ON 3 Where rate of climb values have been replaced by dashes an appreciable rate of climb for the weight shown cannot be expected or operating temperature limits of the airplane would be greatly exceeded Those rates of climb which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 14 FAA APPROVED 208BPHBUS 00 U S 5 29 SECTION
123. housing to provide an accurate indication of engine power output The difference between the torquemeter pressure and the reduction gearbox internal pressure accurately indicates the torque being produced The two pressures are internally routed to bosses located on the top of the reduction gearbox front case and to a pressure transducer which is electrically connected to the G1000 which indicates the correct torque For standby indication the pressures are routed to bosses on the top of the reduction gearcase front case and plumbed to the standby torque indicator STARTER GENERATOR The starter generator is mounted on the top of the accessory case at the rear of the engine The starter generator is a 28 volt 200 amp engine driven unit that functions as a motor for engine starting and after engine start as a generator for the airplane electrical system When operating as a starter a speed sensing switch in the starter generator will automatically shut down the starter thereby providing overspeed protection and automatic shutoff The starter generator is air cooled by an integral fan and by ram air ducted from the front of the engine cowling INTERSTAGE TURBINE TEMPERATURE SENSING SYSTEM The interturbine temperature sensing system is designed to provide the operator with an accurate indication of engine operating temperatures taken between the compressor and power turbines The system consists of twin leads two bus bars and eight indivi
124. in either of the OFF or STRT modes These precautions are intended to preclude starting of the engine with the EMERGENCY POWER Lever inadvertently placed in any position other than NORMAL CAUTION e The EMERGENCY POWER Lever and its associated manual override system are considered to be an emergency system and should be used only in the event of a fuel control unit malfunction When attempting a normal start the pilot must ensure that the EMERGENCY POWER Lever is in the NORMAL full aft position otherwise an over temperature condition may result When using the fuel control manual override system engine response may be more rapid than when using the power lever Additional care is required during engine acceleration to avoid exceeding engine limitations Continued Next Page 1 44 U S 208BPHBUS 01 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION EMERGENCY POWER LEVER Continued Operation of the EMERGENCY POWER Lever is prohibited with the primary power lever out of the IDLE position The EMERGENCY POWER Lever overrides normal fuel control functions and results in the direct operation of the fuel metering valve The EMERGENCY POWER Lever will override the automatic fuel governing and engine acceleration scheduling controlled during normal operation by the primary power lever CAUTION Inappropriate use of the EMERGENCY POWER Lever may adversely affect engine operation and durability Use of th
125. inspections CESSNA CUSTOMER CARE PROGRAM Specific benefits and provisions of the Cessna Warranty plus other important benefits are contained in the CESCOM Customer Care Program Handbook supplied with the airplane Thoroughly review your CESCOM Customer Care Program Handbook and keep it in the airplane at all times Continued Next Page 208BPHBUS 00 U S 8 7 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 CESSNA CUSTOMER CARE PROGRAM Continued Contact a Cessna Service Station either at 100 hours for the first Progressive Care Operation or for the first 100 hour inspection depending on the program chosen for the airplane While these important inspections will be performed by any Cessna Caravan Service Station in most cases it is preferable to have the facility where the airplane was purchased accomplish this work PHASECARD INSPECTION As an alternative to the 100 Hour and Annual inspection program the Caravan may be inspected in accordance with the Cessna PhaseCard Inspection Program The Cessna PhaseCard Inspection Program is designed for Caravan operator s who fly more than 400 hours per year as a Part 135 operation 14 CFR Part 91 operators may also utilize the PhaseCard Inspection Program under the requirements of 14CFR Part 91 409 d The PhaseCard program provides the mechanic with step by step easy to follow instructions for each inspection task Actual field experience has shown an av
126. is manually engaged and disengaged on the ground by turning the airfoil shaped handle mounted on the shaft projecting from the left side of the tailcone The lock is engaged by turning the handle downward so that its trailing edge points nearly due aft Continued Next Page 208BPHBUS 00 U S 7 39 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 CONTROL LOCKS Continued The Rudder Gust Lock has a fail safe connection to the elevator control system to ensure that it will always be disengaged before the airplane becomes airborne This fail safe connection automatically disengages the lock when the elevator is deflected upward about one fourth of its travel from neutral The pilot is responsible for disengaging the Rudder Gust Lock during the preflight inspection and operating the fail safe disengagement mechanism by momentarily deflecting the elevator to the full up position after the control lock is removed and before starting the engine If these procedures are not followed the rudder and rudder pedals will be locked in the neutral position making ground steering impossible In the event that the engagement of the Rudder Gust Lock goes completely unnoticed and the pilot commences a takeoff run with the rudder system locked the upward elevator deflection during rotation will disengage the Rudder Gust Lock Because of the fail safe system the elevator lock should always be engaged prior to engaging the Rudder Gust Lock
127. is the velocity of Crosswind the crosswind component for which adequate control Velocity of the airplane during takeoff and landing was actually demonstrated during certification tests The value shown is not considered to be limiting 9 9 is acceleration due to gravity NM 1000 Ibs Nautical Miles Per Thousand Pounds of Fuel is the distance which can be expected per 1000 Pounds of fuel consumed at a specific engine power setting and or flight configuration PPH PPH signifies pounds per hour and is the amount of fuel used per hour Usable Fuel Usable Fuel is the fuel available for flight planning Unusable Fuel Unusable Fuel is the quantity of fuel that can not be safely used in flight WEIGHT AND BALANCE TERMINOLOGY Arm Arm is the horizontal distance from the reference datum to the center of gravity C G of an item Basic Basic Empty Weight is the standard empty weight plus Empty the weight of optional equipment Weight Center of Center of Gravity is the point at which an airplane would Gravity balance if suspended Its distance from the reference C G datum is found by dividing the total moment by the total weight of the airplane Arm Center of Gravity Arm is the arm obtained by adding the airplane s individual moments and dividing the sum by the total weight C G Limits Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight MAC
128. left turn Keep feet off rudder pedals Maintain altitude and 15 bank angle Continue the turn for 60 seconds then roll back to level flight 4 When the compass card becomes sufficiently stable check the accuracy of the turn by verifying that the compass heading approximates the reciprocal of the original heading 5 If necessary adjust the heading by keeping the wings level and using the rudder to make skidding turns the compass will read more accurately to complete the course reversal 6 Maintain altitude and airspeed by cautious application of elevator control Keep the roll pointer and index aligned and steer only with rudder EMERGENCY DESCENT THROUGH CLOUDS AHRS FAILURE When returning to VFR flight after a 180 turn is not practical a descent through the clouds to VFR conditions below can be appropriate If possible obtain an ATC clearance for an emergency descent through the clouds DUAL AHRS FAILURE Choose an easterly or westerly heading to minimize non stabilized magnetic compass card sensitivity Occasionally check the compass heading and make minor corrections to hold an approximate course The autopilot will not operate if the AHRS unit fails The pilot must manually fly the airplane without AHRS input Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 37 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 DUAL AHRS FAILURE Continued Before descending into the clouds prepare for a stabi
129. lt lt 2 SET b Standby SET B ALT Ves ue du owe eee ete did es SET 7 Standby Flight Instruments CHECK 8 FUEL BOOST Switch NORM 9 FUEL TANK 5 5 BOTH ON 10 ERE EAE CHECK 11 FUEL SHUTOFF FULLY ON 12 ELEVATOR AILERON and RUD TRIM Controls 3 SET for takeoff 13 POWER 400 FT LBS d teste ee hee 204 8 5 b Turn control counterclockwise pull to BYPASS position check torque drop move control back to NORMAL position and check that original torque is regained Ci EIS os wed eM da med Gime us Rud CHECK See Section 2 Limitations for minimum oil temperature required for flight Continued Next Page FAA APPROVED 4 22 U S 208BPHBUS 01 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES BEFORE TAKEOFF Continued 14 Overspeed Governor first flight of the day and after maintenance PROP RPM MAX full forward b OVERSPEED GOVERNOR TEST Button PRESS and HOLD POWER LESVOE das xus ramas ud EE RE ADVANCE propeller RPM stabilize at 1750 60 RPM
130. maintain approximately 85 KIAS as power is adjusted during the approach The landing flare can be accomplished by a gentle power reduction accompanied by nose up trim At forward C G loadings it can be necessary to make a small power increase in the final flare stage to bring the nose up and prevent touchdown on the nose first After touchdown move the POWER lever to idle SMOKE AND FIRE In the event a fire is encountered the following information will be helpful in dealing with the emergency as quickly and safely as possible The preflight checklist in Section 4 is provided to aid the pilot in detecting conditions which could contribute to an airplane fire As a fire requires a combustible material oxygen and a source of ignition close preflight inspection should be given to the engine compartment and the underside of the wing and fuselage Leaks in the fuel or oil systems can lead to a ground or in flight fire WARNING Flight should not be attempted with known fuel or oil leaks The presence of fuel or unusual oil stains can be an indication of system leaks and should be corrected prior to flight Probable causes of an engine fire are a malfunction of the fuel control unit and improper starting procedures Improper procedures such as starting with the EMERGENCY POWER Lever out of NORMAL position or introducing fuel into the engine when gas generator speed is below 10 RPM will cause a hot start which can result in an engine fire
131. not compatible with fuel or fuel system components can cause the fuel to become contaminated Before each flight and after each refueling use a clear sampler and drain at least one sampler full of fuel from the inboard fuel tank sump quick drain valves fuel tank external sump quick drain valves fuel reservoir quick drain valve actuated by a push pull drain control on cargo pod and fuel filter quick drain valve to determine if contaminants are present and that the airplane has been fueled with the proper fuel If the airplane is parked with one wing low on a sloping ramp draining of the outboard fuel tank sump quick drain valves if installed is also recommended If contamination is detected drain all fuel drain points again Take repeated samples from all fuel drain points until all contamination has been removed If after repeated sampling evidence of contamination still exists the fuel tanks should be completely drained and the fuel system cleaned Do not fly the airplane with contaminated or unapproved fuel Anytime the filter bypass flag red warning button is found to be extended the filter element has become clogged Disassemble the filter clean the element and check the fuel system to determine the cause of contamination before further flight In addition owners operators who are not acquainted with a particular fixed base operator must verify that the fuel supply has been checked for contamination and is properly filte
132. on your part International Airplane Owners To receive Cessna Owner Advisories please complete and return an Owner Advisory Application Receipt of a valid Owner Advisory Application will establish your Cessna Owner Advisory service duplicate Owner Advisory service for U S airplane owners for one year after which you will be sent a renewal notice Continued Next Page 8 4 U S 208BPHBUS 00 55 SECTION 8 MODEL 208 51000 HANDLING SERVICE AND MAINTENANCE PUBLICATIONS The following publications and flight operation aids are furnished in the airplane when delivered from the factory e CESCOM CUSTOMER CARE PROGRAM HANDBOOK PILOTS OPERATING HANDBOOK FAA APPROVED AIRPLANE FLIGHT MANUAL POH AFM FLIGHT MANUAL PILOT S ABBREVIATED CHECKLIST e CESSNA SALES AND SERVICE DIRECTORY The following additional publications plus many other supplies that are applicable to your airplane are available from your Cessna Service Station INFORMATION MANUAL Contains Information MAINTENANCE MANUALS and PARTS CATALOGS for your airplane engine accessories avionics and autopilot Cessna Service Stations have a Customer Care Supplies and Publications Catalog covering all available items many of which are kept on hand The Cessna Service Station representative can place an order for any item which is not in stock NOTE A POH AFM that is lost or destroyed may be replaced by contac
133. operated from rough or unprepared surfaces an extensive exterior inspection is recommended WARNING Flights at night and in cold weather involve a careful check of other specific areas discussed in this section After major maintenance has been performed the flight controls and trim tabs should be double checked for free and correct movement and security The security of all inspection plates on the airplane should be checked following periodic inspections If the airplane has been exposed to excessive ground handling in a crowded hangar it should be checked for dents and scratches on wings fuselage and tail surfaces as well as damage to navigation and anti collision lights and avionics antennas Outside storage in windy or gusty areas or tie down adjacent to taxiing airplanes calls for special attention to control surface stops hinges and brackets to detect the presence of wind damage If the airplane has been operated from an unimproved runway check the propeller for nicks and stone damage and the leading edges of the horizontal tail for abrasion Airplanes that are operated from rough fields especially at high altitude are subjected to abnormal landing gear abuse Frequently check all components of the landing gear tires and brakes Outside storage can result in water and obstructions in airspeed system lines condensation in fuel tanks and dust and dirt in the engine air inlet and exhaust areas If any water is suspe
134. position NAVIGATION LIGHTS Conventional navigation lights are installed on the wing tips and tailcone stinger The lights are protected by pull off type circuit breaker labeled NAV LIGHT on the left sidewall switch and circuit breaker panel 208BPHBUS 00 U S 7 79 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 LANDING LIGHTS Two landing lights are installed on the airplane one in each wing leading edge mounted outboard The lights provide illumination forward and downward during takeoff and landing The lights are protected by two pull off type circuit breakers labeled LEFT LDG LIGHT and RIGHT LDG LIGHT on the left sidewall switch and circuit breaker panel NOTE It is not recommended that the landing lights be used to enhance the conspicuity of the airplane in the traffic pattern or enroute because of their relatively short service life the taxi recognition lights have considerably longer service life and are designed for this purpose if desired TAXI RECOGNITION LIGHTS Two taxi recognition lights are mounted inboard of each landing light in each wing leading edge The lights are focused to provide illumination of the area forward of the airplane during ground operation and taxiing the lights are also used to enhance the conspicuity of the airplane in the traffic pattern or enroute The taxi recognition lights are protected by a pull off type circuit breaker labeled TAXI LIGHT on the left sidew
135. practices procedures 1 In full view of the pilot on the sunvisor or windshield trim strip on airplanes equipped for flight into known icing A38999 The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category Other operating limitations which must be complied with when operating this airplane in this category are contained in the Pilot s Operating Handbook and FAA Approved Airplane Flight Manual No acrobatic maneuvers including spins approved This airplane is approved for flights into icing conditions if the proper optional equipment is installed and operational See POH for weight and altitude restrictions relating to ice This airplane is certified for the following flight operations as of date of original airworthiness certificate DAY NIGHT VFR IFR In full view of the pilot on the sunvisor or windshield trim strip on airplanes not equipped for flight into known icing A39000 The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category Other operating limitations which must be complied with when operating this airplane in this category are contained in the Pilot s Operating Handbook and FAA Approved Airplane Flight Manual No acrobatic maneuvers including spins approved Flight into known or forecast icing
136. removal of the front passenger seat may not be desired Mission requirements will dictate whether the barrier is to be used and the number of seats removed If seats are removed for hauling cargo and the cargo barrier and its nets added the basic empty weight and C G moment of the airplane should be adjusted so that these values accurately represent the weight and moment of the airplane before loading To calculate the new weight and moment refer to the airplane equipment list and acquire the weight and C G arm of each item of equipment to be removed or added then record these values on the Sample Weight and Balance Record to assist in the calculation For each item of equipment multiply its weight by its C G arm to provide the moment for that item Subtract weights of removed items seats and add weights of installed items cargo barrier and its nets to the original basic empty weight to provide a new basic empty weight Likewise subtract the moments of removed items and add the moments of installed items to the original moment to provide a new airplane moment Remember that the moment value is to be divided by 1000 to reduce the number of digits The new basic empty weight and moment 1000 can be used as illustrated in the Sample Loading Problem when figuring airplane loading with the selected items of equipment removed installed Continued Next Page 208BPHBUS 00 U S 6 17 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MOD
137. scale temperature Secure the propeller to prevent windmilling since no oil pressure is available for engine lubrication when the engine is not running COLD WEATHER OPERATION Special consideration should be given to the operation of the airplane fuel system during the winter season or prior to any flight in cold temperatures Proper preflight draining of the fuel system is especially important and will eliminate any free water accumulation The use of an additive is required for anti ice protection Refer to Section 8 for information on the proper use of additives Cold weather often causes conditions which require special care prior to flight Operating the elevator and aileron trim tabs through their full travel in both directions will assure smooth operation by reducing any stiffness in these systems caused by the cold weather effects on system lubrication Even small accumulations of frost ice snow or slush must be removed particularly from wing tail and all control surfaces to assure satisfactory flight performance and handling Also control surfaces must be free of any internal accumulations of ice or snow The use of an external pre heater reduces wear and abuse to the engine and the electrical system Pre heat will lower the viscosity of the oil trapped in the oil cooler prior to starting in extremely cold temperatures Use of an GPU is recommended when ambient temperatures are below 18 C 0 F Assure that oil temperatur
138. splashing and or scattering of the burning material 3 Anticipate approximately ten seconds of discharge duration Continued Next Page 7 98 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION CABIN FIRE EXTINGUISHER Continued WARNING Ventilate the cabin promptly after successfully extinguishing the fire to reduce the gases produced by thermal decomposition Occupants should use oxygen masks until the smoke clears Fire extinguishers should be recharged by a qualified fire extinguisher agency after each use Such agencies are listed under Fire Extinguisher in the telephone directory After recharging secure the extinguisher to its mounting bracket do not allow it to lie loose on floor or seats SUN VISORS Two sun visors are mounted overhead of the pilot and copilot The visors are mounted on adjustable arms which enable them to be swung and telescoped into the desired windshield area CHART AND STORAGE COMPARTMENTS A map compartment is located in the lower right side of the instrument panel A hinged door covers the compartment and can be opened to gain access into the compartment Storage pockets are also installed on the back of the pilot s and copilot s seats and along the bottom edge of each crew entry door and can be used for stowage of maps and other small objects MISCELLANEOUS EQUIPMENT ENGINE INLET COVERS AND PROPELLER ANCHOR Various covers and an anchor are
139. steering by using the rudder pedals left rudder pedal to steer left and right rudder pedal to steer right When a rudder pedal is depressed a spring loaded steering bungee which is connected to the nose gear and to the rudder bars will turn the nose wheel through an arc of approximately 15 each side of center By applying either left or right brake the degree of turn may be increased up to 51 5 Moving the airplane by hand is most easily accomplished by attaching a tow bar stowed in aft cargo compartment to the nose gear fork axle holes If a tow bar is not available or pushing is required use the wing struts as push points Do not use the propeller blades or spinner to push or pull the airplane If the airplane is to be towed by vehicle never turn the nose wheel beyond the steering limit marks either side of center If excess force is exerted beyond the turning limit a red over travel indicator block frangible stop will fracture and the block attached to a cable will fall into view alongside the nose strut This should be checked routinely during preflight inspection to prevent operation with a damaged nose gear The minimum turning radius of the airplane using differential braking and nose wheel steering during taxi is as shown in the Minimum Turning Radius figure 7 22 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION MINIMUM TURNING RADIUS A62787 lt 67 30 FEET WIT
140. to facilitate a route or an altitude change to exit the icing conditions 1 Unusually extensive ice is accreted on the airframe in areas not normally observed to collect ice 2 Accumulation of ice on the upper or lower surface of the wing aft of the protected area 3 Heavy ice accumulations on the windshield or when ice forms aft of the curved sections on the windshield 4 Ice forms aft of the protected surfaces of the wing struts NOTE This supersedes any relief provided by the Master Minimum Equipment List MMEL or the Kinds of Equipment Limits KOEL FAA APPROVED 208BPHBUS 00 U S 2 27 SECTION 2 55 LIMITATIONS MODEL 208B G1000 G1000 LIMITATIONS The current Garmin G1000 Cockpit Reference Guide CRG Part Number and System Software Version that must be available to the pilot during flight are displayed on the MFD AUX group SYSTEM STATUS page GPS based IFR enroute oceanic and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data RNAV GPS instrument approaches must be accomplished accordance with approved instrument approach procedures that are retrieved from the G1000 navigation database The G1000 database must incorporate the current update cycle Use of the NAVIGATION MAP page for pilotage navigation is prohibited The Navigation Map is intended only to enhance situational awarene
141. to the external power receptacle and will close the external power contactor when the applied voltage is within the proper limits BATTERY SWITCH The battery switch is two position toggle type switch labeled BATTERY and is located on the left sidewall switch and circuit breaker panel The battery switch is ON in the forward position and OFF in the aft position When the battery switch is in the ON position battery power is supplied to the two general buses The OFF position cuts off power to all buses except the battery bus 7 72 U S 208BPHBUS 00 55 SECTION 7 MODEL 208 51000 AIRPLANE AND SYSTEMS DESCRIPTION STARTER SWITCH The starter switch is a three position toggle type switch labeled STARTER on the left sidewall switch and circuit breaker panel The switch has OFF START and MOTOR positions For additional details of the starter switch refer to the Starting System paragraph in this section IGNITION SWITCH The ignition switch is two position toggle type switch labeled IGNITION on the left sidewall switch and circuit breaker panel The switch has ON and NORMAL positions For additional details of the ignition switch refer to the Ignition System paragraph in this section GENERATOR SWITCH The generator switch is a three position toggle type switch labeled GENERATOR on the left sidewall switch and circuit breaker panel The switch has ON RESET and TRIP positions With the switch in the ON positio
142. together in the event of failure of either bus feeder circuit Because power for each avionics bus is supplied from a separate current limiter on the power distribution bus failure of a current limiter can cause failure of the affected bus Placing the bus tie switch to the ON position will restore power to the failed bus Operation without both bus feeder circuits may require an avionics load reduction depending on equipment installed 7 74 U S 208BPHBUS 00 55 SECTION 7 MODEL 2088 51000 AIRPLANE AND SYSTEMS DESCRIPTION TYPICAL ELECTRICAL SYSTEM A70356 GENERATOR GENERATOR GENERATOR FIELD CONTACTOR SHUNT FROM START TONO 1 o o CONTROL BUS CIRCUIT GEN STARTER BREAKER CONTROL SWITCH STARTER TONGS GENERATOR GEN AMPS BUS INTERNAL START CONTACTOR TONO 1 BUS L_ GROUND SNUBBER DIODE GROUND GENERATOR INTERPOLE SPEED SENSOR 8 nr L o START INPUT BUS POWER INPUT EXTERNAL GENERATOR EXITATION 8 START GENERATOR TRIP CONTACTOR GENERATOR ON GENERATOR RESET TO NO 2 e SWITCH POINT OF REGULATION ae ANTI CYCLE SIGNAL LINE CONTACTOR SENSE 8 FROM START POWER START CONTROL START OUT CIRCUIT LINE CONTACTOR
143. two magnesium alloy castings which are bolted together at the exhaust outlet The gearbox contains a two stage planetary gear train three accessory drives and propeller shaft The first stage reduction gear is contained in the rear case while the second stage reduction gear accessory drives and propeller shaft are contained in the front case Torque from the power turbine is transmitted to the first stage reduction gear from there to the second stage reduction gear and then to the propeller shaft The reduction ratio is from a maximum power turbine speed of 33 000 RPM down to a propeller speed of 1900 RPM The accessories located on the front case of the reduction gearbox are driven by a bevel gear mounted at the rear of the propeller shaft thrust bearing assembly Drive shafts from the bevel drive gear transmit rotational power to the three pads which are located at the 12 3 and 9 o clock positions Propeller thrust loads are absorbed by a flanged ball bearing assembly located on the front face of the reduction gearbox center bore The bevel drive gear adjusting spacer thrust bearing and seal runner are stacked and secured to the propeller shaft by a key washer and spanner nut A thrust bearing cover assembly is secured by bolts at the front flange of the reduction gearbox front case CHIP DETECTORS Two chip detectors are installed on the engine one on the underside of the reduction gearbox case and one on the underside of the acce
144. warm perform an engine dry motoring run before checking oil level MAXIMUM CERTIFICATED WEIGHTS RAM Stoo a ee wank end ah pe Boas 8785 Pounds en c o uide 1d dr 8750 Pounds kanding 8500 Pounds Refer to Section 6 of this for recommended loading arrangements CABIN AND ENTRY DOOR DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6 BAGGAGE CARGO COMPARTMENT AND CARGO DOOR ENTRY DIMENSIONS Detailed dimensions of the baggage cargo area and cargo door openings are illustrated in Section 6 SPECIFIC LOADINGS Wing Loading 31 3 Pounds Square Foot Power Loading 13 0 Pounds Shaft Horsepower 208BPHBUS 00 U S 1 9 SECTION 1 GENERAL CESSNA MODEL 208B G1000 SYMBOLS ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS Vy Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperatur
145. which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 30 FAA APPROVED 5 74 0 5 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD MAXIMUM RATE OF CLIMB FLAPS UP CONDITIONS 1900 RPM INERTIAL SEPARATOR NORMAL Weight Pressure imb Rate of Climb Feet Per Minute FPM 2 24 Pounds Feet KIAS 40 C 20 C 0 20 40 104 1 8750 8300 1 Torque set at 1865 foot pounds or lesser value must not exceed maximum climb ITT of 765 C or Ng of 101 6 2 With climb power set below the torque limit decrese rate of climb by 30 FPM for INERTIAL SEPARATOR set in BYPASS and 65 FPM for CABIN HEAT ON 3 Where rate of climb values have been replaced by dashes an appreciable rate of climb for the weight shown cannot be expected or operating temperature limits of the airplane would be greatly exceeded Those rates of climb which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 31 FAA APPROVED 208BPHBUS 00 U S 5 75 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD CLIMB GRADIENT TAKEOFF CONDITIONS Takeoff Power Zero Wind 1900 RPM INERTIAL SEPARATOR NORMAL Pressure radient Feet Nautical Mile FT NM Altitude Speed Suet we e v
146. windshields and windows Improper cleaning or use of unapproved cleaning agents can cause damage to these surfaces CLEANING INSTRUCTIONS CAUTION Windshields and windows can be easily damaged by improper handling and cleaning techniques 1 Place airplane inside hangar or in shaded area and allow to cool from heat of sun s direct rays 2 Using clean preferably running water flood the surface Use bare hands with no jewelry to feel and dislodge any dirt or abrasive materials 3 Using mild soap or detergent such as a dishwashing liquid in water wash the surface Again use only the bare hand to provide rubbing force A clean cloth may be used to transfer the soap solution to the surface but extreme care must be exercised to prevent scratching the surface Continued Next Page 8 38 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE CLEANING INSTRUCTIONS Continued 4 On acrylic windshields and windows if soils which cannot be removed by a mild detergent Type aliphatic naphtha applied with a soft clean cloth may be used as a cleaning solvent Be sure to frequently refold the cloth to avoid redepositing soil and or scratching the windshield and windows with any abrasive particles 5 Rinse surface thoroughly with clean fresh water and dry with a clean cloth CAUTION Do not use any of the following on or for cleaning windshields and windows methanol denatur
147. zero wind conditions 3 With the INERTIAL SEPARATOR in BYPASS and power set below the torque limit 1865 foot pounds decrease the maximum cruise torque by 100 foot pounds Do not exceed 740 C ITT Fuel flow for a given torque setting will be 15 pounds per hour PPH higher 4 With the CABIN HEAT ON and power set below the torque limit 1865 foot pounds decrease maximum cruise torque by 80 foot pounds Do not exceed 740 C ITT Fuel flow for a given torque setting will be 7 PPH higher Figure 5 19 Sheet 1 of 11 208BPHBUS 01 U S 5 35 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 2000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart Temp ue ue ue Torque pow KTAS 196 Flow KTAS LOTUS Flow KTAS Ft Lbs poy Ft Lbs C 46 40 C A E e 4 a 30 0 2 O00 Aoao 0 00 COO O JO1Ooo J0 OO AOOO e 4 N No O XO O1 4 I5 O NOAN o C5 Co AN h l G A A AL 40 pua Ee ee m 1420 367
148. 0 6000 8000 10 000 12 000 Figure 5 10 Sheet 2 FAA APPROVED 5 20 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED SHORT FIELD TAKEOFF DISTANCE CONDITIONS Flaps 20 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 67 KIAS 8300 Pounds Speed at 50 Feet 80 KIAS Pressure Altitude Feet Dist To Dist To Clear 50 Clear 50 Foot Foot Obst Obst Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 10 Sheet 3 FAA APPROVED 208BPHBUS 00 U S 5 21 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED SHORT FIELD TAKEOFF DISTANCE CONDITIONS Flaps 20 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 64 KIAS 7800 Pounds Speed at 50 Feet 76 KIAS Pressure Altitude Dist To Dist To Clear 50 Clear 50 Foot Foot Obst Obst Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 10 Sheet 4 FAA APPROVED 5 22 U S 208BPHBUS 00 55 SECTION 5 M
149. 00 1040 1268 54 1100 1035 Temp C CONDITIONS 7800 Pounds INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart 258 248 274 245 292 253 241 290 253 240 166 161 171 159 176 162 156 175 161 156 1138 1180 1135 1265 1115 1352 1200 1090 1346 1200 1085 251 258 250 274 243 291 259 237 289 258 235 159 163 159 168 156 173 162 153 172 162 152 1204 1249 1230 1338 1205 1428 1300 1205 1425 1300 1175 250 258 254 274 247 291 263 244 289 263 238 CRUISE PRESSURE ALTITUDE 24 000 FEET NOTE Do not exceed maximum cruise 154 158 156 164 154 169 160 153 168 160 150 torque or 740 C ITT 1900 RPM 1750 RPM 1600 RPM Torque Temp 54 1000 985 5 92 Flow KTAS 249 232 265 232 230 263 232 228 U S 168 160 173 159 159 172 159 157 Torque Ft Lbs 1062 1141 1050 1219 1100 1040 1214 1100 1025 ue 234 249 230 264 238 227 263 238 223 Flow KTAS PPH 158 165 157 170 160 155 169 160 153 Figure 5 36 Sheet 12 Torqu 5 u Flow Ft Lbs 1125 1208 1145 1289 1135 1285 1130 PPH 234 249 236 264 232 262 230 KTAS 153 161 155 166 153 165 153 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD CRUISE MAXIMUM TORQUE NOTE The following general information is applicable t
150. 08B G1000 WARNINGS CAUTIONS AND NOTES Throughout the text warnings cautions and notes pertaining to airplane handling and operations are utilized These adjuncts to the text are used to highlight or emphasize important points WARNING Operating procedures techniques etc which can result in personal injury or loss of life if not carefully followed CAUTION Operating procedures techniques etc which can result in damage to equipment if not carefully followed NOTE An operating procedure technique etc which is considered essential to emphasize X U S Revision 1 55 INTRODUCTION MODEL 208B G1000 TABLE OF CONTENTS SECTION Se TT ee eee 1 LIMITATION S322 Hock e n 2 EMERGENCY PROCEDURES 3 NORMAL 5 4 PERFORMANCE 42 puit 5 WEIGHT AND BALANCE EQUIPMENT LIST 6 AIRPLANE AND SYSTEM DESCRIPTION 7 HANDLING SERVICE AND 8 SUPPEEMENTS 9 208BPHBUS 00 U S xiii xiv 55 SECTION 1 MODEL 208B 51000 GENERAL GENERAL TABLE OF CONTENTS Page Three 1 3 edP 1 5 Descriptive Data 1 6 1 6 Prop ller 1 6 1 7 dt RP cid 1 8 Maximum Certificated Weights
151. 10 oo oL Units x 10 n Figure 1 4 208BPHBUS 00 U S 1 23 SECTION 1 55 GENERAL MODEL 208B G1000 VOLUME CONVERSIONS Imperial Gallons x 4 546 liters Liters x 0 22 Imperial Gallons Liters into Imperial Gallons Litres en Gallons Imperial Imperial Gallons into Liters Gallons Imperial en Litres 100 454 60 459 15 463 69 468 24 472 78 477 33 481 88 486 42 490 97 495 51 Figure 1 5 Sheet 1 of 3 1 24 U S 208BPHBUS 00 55 MODEL 208 61000 VOLUME CONVERSIONS B3085 208BPHBUS 00 Imperial Gallons X 4 546 Liters Liters X 22 Imperial Gallons 100 IMPERIAL o GALLONS 420 90 L 400 85 1 389 90 360 75 340 70 320 5 1 300 so 280 260 55 240 9071 220 45 200 40 180 35 160 39 140 agar 100 _ 80 155222 10 40 5 20 oo Units x 10 100 etc Figure 1 5 Sheet 2 440 LITERS U S SECTION 1 GENERAL 0585T 1032 1 25 SECTION 1 55 GENERAL MODEL 208B G1000 VOLUME CONVERSIONS B3086 Imperial Gallons x 1 2 U S Gallons U S Gallons x 833 Imperial Gallons U S Gallons x 3 785 Liters Liters x 264 U S Gallons IMPERIAL U S GALLONS GALLONS LITERS 100 120 100 380 95 115 95 360 110 90 90 340 105 85 400 85 390 80 95 80 75 90 75 280 70 70 260 65 65 1 540 60 60 220 55 65 55 200 60 50 504 45 55 ae
152. 1027 Figure 1 3 Sheet 2 1 20 U S 208BPHBUS 00 55 SECTION 1 MODEL 208B G1000 GENERAL LENGTH CONVERSIONS Centimeters x 0 3937 Inches Inches x 2 54 Centimeters Centimeters into Inches Centimetres en Pouces Inches into Centimeters Pouces en Centimetres Figure 1 3 Sheet 3 208BPHBUS 00 U S 1 21 SECTION 1 55 GENERAL MODEL 208B G1000 LENGTH CONVERSIONS B3083 Centimeters x 394 Inches Inches x 2 54 Centimeters INCHES CENTIMETERS 10 s L 24 Q 23 L 22 L 21 8 20 19 718 L 47 L 16 6 45 L 14 5 19 2 11 4 10 p 9 4 8 6 2 5 4 1 2 Units x 10 100 etc 0 0 058511028 Figure 1 3 Sheet 4 1 22 U S 208BPHBUS 00 55 SECTION 1 MODEL 208B 51000 GENERAL DISTANCE CONVERSIONS B3084 Statute Miles x 1 609 Kilometers Kilometers x 622 Statute Miles Statute Miles x 869 Nautical Miles Nautical Miles x 1 15 Statute Miles Nautical Miles x 1 852 Kilometers Kilometers x 54 Nautical Miles i E KILOMETERS 115 4 100 100 110 95 95 105 90 90 2170 pe 185 85 160 150 99 180 80 85 75 75 140 80 70 70 130 75 65 65 120 70 60 604 110 1 55 55 100 Mi 50 50 90 50 48 79 g0 40 40 45 40 35 35 35 20 30 30 25 254 90 720 20 249 ale 30 151219 15 Ps 1 0 F1 0 1 0 5 5 5
153. 158 1136 249 155 1202 248 150 242 155 1100 241 151 1190 245 149 263 163 1210 263 160 1279 262 156 50 1025 238 152 1100 239 151 1165 238 146 1085 236 149 54 1133 262 162 1204 261 159 1275 261 155 1020 236 151 1070 233 148 1165 238 Figure 5 19 Sheet 11 208BPHBUS 01 U S 5 45 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CRUISE MAXIMUM TORQUE NOTE The following general information is applicable to all CRUISE MAXIMUM TORQUE Charts 1 5 46 The highest torque shown for each temperature and RPM corresponds to maximum allowable cruise power Do not exceed this torque 740 C ITT or 101 6 Ng whichever occurs first With the INERTIAL SEPARATOR in BYPASS and power set below the torque limit 1865 foot pounds decrease the maximum cruise torque by 100 foot pounds Do not exceed 740 C ITT Fuel flow for a given torque setting will be 15 pounds per hour PPH higher With the CABIN HEAT ON and power set below the torque limit 1865 foot pounds decrease maximum cruise torque by 80 foot pounds Do not exceed 740 C ITT Fuel flow for a given torque setting will be 7 PPH higher Where torque values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those torque values which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 20 Sheet 1 of 7 U S 208B
154. 2 psi on 22x8 00 8 6 Ply Rated Tire MAIN WHEEL TIRE PRESSURE 53 57 psi on 8 50 10 8 Ply Rated Tires 35 45 psi on 29x11 00 10 10 Ply Rated Tires NOSE GEAR SHOCK STRUT Keep filled with MIL H 5606 hydraulic fluid per filling instructions placard No air pressure is required in strut BRAKES Service brake fluid reservoir with MIL H 5606 hydraulic fluid as placarded on reservoir Maintain fluid level between MIN and MAX markings OXYGEN AVIATOR S BREATHING OXYGEN Spec No MIL O 27210 MAXIMUM PRESSURE cylinder temperature stabilized after filling 1850 psi at 21 C 70 F Refer to Oxygen Supplements Section 9 for filling pressures GROUND DEICE ANTI ICE OPERATIONS During cold weather operations flight crews are responsible for making sure that the airplane is free of ice contamination Type deice and Type Il Type Ill or Type IV anti ice fluids may be used sequentially to ensure compliance with FAA regulations which require that all critical components wings control surfaces and engine inlets as an example be free of snow ice or frost before takeoff The deicing process is intended to restore the airplane to a clean configuration so that neither aerodynamic characteristics nor mechanical interference from contaminants will occur Continued Next Page 8 24 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B 51000 HANDLING SERVICE AND MAINTENANCE GROUND DEICE ANTI ICE OPERATIONS Continued WARNI
155. 25 397 366 AOIN NI Oo CO CO cO POI 341 425 149 170 1405 1970 336 422 147 168 1480 EIE 01010 NIOO AION OI O1JC1 x 42 208BPHBUS 01 Figure 5 19 Sheet 3 U S 5 37 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 6000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Torque 149 Torque 149 Torque 149 Flow Flow KTAS Flow KTAS PPH PPH PPH 5 078 315 140 1200 1340 338 1 1430 338 1 1522 338 1 1330 3 1 1380 330 1 1469 329 1 1 1 5 5 5 4 1533 36 6 1632 36 1 1731 36 5 1400 345 5 1500 346 1 1600 347 5 1320 333 15 1360 325 1 1455 325 14 1720 396 17 1828 396 1 1934 396 16 6 1700 3 5 1 1800 374 16 5 1500 343 1 1600 343 15 5 1360 322 1 1435 319 14 2 1600 375 1 1400 343 1 1305 328 1 1865 423 0 10 GD OOOO clo n 5 5 4 7 3 0 5 6 0 4 8 9 8 8 2 6 7 7 6 0 4 5 5 3 8 2 3 4 2 6 0 1 2 0 4 8 9 0 8 3 7 9 9 6 5 5 4 6 5 5 4 6 5 4 3 3 6 5 4 3 3 5 5 4 3
156. 268511099 Figure 6 1 6 4 5 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND BALANCE RECORD RUNNING BASIC EMPTY WEIGHT PAGE NUMBER MOMENT INCH POUND 1000 REMOVED WEIGHT CHANGE MOMENT INCH POUND 1000 ADDED WEIGHT POUNDS INCH tr m gt 2 2 lt N lt a Figure 6 2 DESCRIPTION OR ARTICLE OF MODIFICATION WEIGHT AND BALANCE RECORD Continuous History of Changes in Structure or Equipment Affecting Weight and Balance As Delivered AIRPLANE MODEL 208BPHBUS 00 U S 6 5 SECTION 6 55 WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 INTRODUCTION Continued A properly loaded airplane however will perform as intended Before the airplane is licensed a basic empty weight center of gravity and moment are computed Specific information regarding the weight arm moment and installed equipment for this airplane as delivered from the factory can be found in the plastic envelope in the back of this POH AFM Using the basic empty weight and moment the pilot can determine the weight and moment for the loaded airplane by computing the total weight and moment and then determining whether they are within the approved Center of Gravity Moment Envelope WARNING It is the responsibility of the pilot to make sure that the airplane is loaded correctly Operation outside of prescribed wei
157. 28 5 Volts 14 EXTERNAL POWER Switch STARTER 15 EMERGENCY POWER NORMAL verify EMERG PWR LVR CAS MSG OFF 16 Propeller CLEAR 17 FUEL BOOST SWUCN wore ase e ON a FUEL BOOST ON CAS 5 ON b FUEL PRESS LOW CAS OFF FFLOW PPH ondas EERE STEE ARS ZERO CAUTION If the external power unit drops off the line initiate engine shutdown 20 STARTER SWICK 22 2 Lu eh tta sos EE Sd START a IGNITION ON CAS MSG CHECK ON Dy Oll P Sl esu on a o e urat RO hoe CHECK Ce STABLE 12 minimum Continued Next Page FAA APPROVED 4 20 US 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES STARTING ENGINE External Power Start Continued 19 FUEL CONDITION LOW IDLE FFLOWPPH CHECK for 90 to 140 pph Sten MONITOR 1090 C maximum limited to 2 seconds CAUTION f ITT climbs rapidly towards 1090 C be prepared to return the FUEL CONDITION Lever to CUTOFF Under hot OAT and or high ground elevation conditions idle ITT can exceed maximum idle ITT limitation of 685 C Increase and or reduce accessory load to maintain ITT within limits PT 52 MINIMUM 20 STARTER o
158. 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CLIMB GRADIENT TAKEOFF CONDITIONS Takeoff Power Zero Wind 1900 RPM INERTIAL SEPARATOR NORMAL Pressure radient Feet Nautical Mile FT NM Altitude Speed roms aoe ave oc wo 68 69 8750 8300 7800 7300 NOTE 1 Do not exceed torque limit for takeoff per MAXIMUM ENGINE TORQUE FOR TAKEOFF chart When ITT exceeds 765 C this power setting is time limited to 5 minutes 2 With climb power set below the torque limit decrease climb gradient by 10 FT NM for INERTIAL SEPARATOR set in BYPASS and 40 FT NM for CABIN HEAT ON 3 Where climb gradient values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those climb gradients which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 15 FAA APPROVED 5 30 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED CRUISE CLIMB FLAPS UP 115 KIAS CONDITIONS 1900 RPM INERTIAL SEPARATOR NORMAL Wei Pressure Hate of Climb Feet Per Minute FPM eight altitude Pounds 40 C 2 Feet 940 915 890 865 6 NOTE 1 Torque set at 1865 foot pounds or lesser value must not exceed maximum climb ITT of 765 C or Ng of 101 6 2 With climb power set below the torque limit
159. 5 without pilot action TRANSPONDER FAILURE 1 TRANSPONDER SELECT OPPOSITE a PFD XPDR Softkey PRESS b XPDR1 or XPDR2 PRESS to select opposite transponder 2 XPDR1 or XPDR2 Circuit Breaker affected side PULL NOTE The second transponder is an option on the 208 FAILED AIRSPEED ALTITUDE AND OR VERTICAL SPEED Red X ON PFD AIRSPEED ALTITUDE AND OR VERTICAL SPEED INDICATORS This indicates a loss of valid air data system information to the respective system IF BOTH SIDES 1 Airspeed and MONITOR using standby instruments 2 Land soon as practical Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 61 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 FAILED AIRSPEED ALTITUDE AND OR VERTICAL SPEED Red X ON PFD AIRSPEED ALTITUDE AND OR VERTICAL SPEED INDICATORS Continued IF ONE SIDE ONLY 1 Affected PFD SENSOR PRESS 2 Affected PFD ADC1 2 Softkey SELECT opposite side ADC 3 PFD ADI 5 CONFIRM BOTH ON ADC1 or 2 is displayed on both PFDs FAILED ATTITUDE AND OR HEADING ATTITUDE FAIL AND OR RED X OVER HEADING DISPLAY ON PFD IF BOTH SIDES 12 AGI scs ose uaa EE MONITOR using standby attitude gyro NOTE Turn off air conditioner to reference Magnetic Compas
160. 5050 0 066 066505050 060 066505050 060 06660 ISSR 50949 9 9 909490 949 99 900090909 909 90 0909090 09 9000 55505050605060605060560506050506060060605060060506060906060604 SSS SNR RRR RRR ER 4 0 RK SSA PSS RRR RR KK RRR KK RK KIO ERR ROI I 9050909090 9 0 05090 OS 09095 9000909490 49 9050909 90 49 0 0 90 090 909 55050505050606050606060606660506060606060506060 060606060606050064 BRR RRR RE ROKR KR KKK SR ERROR RRR 9 0090949 9 99 009 49 9 9 KR 94 RSL RRR RRR RK RK RRR NY ESR KKK KR KR KOR LKR KK RK RNR PRR RR RRR KR KKK KKK 9090960090900 90909000 90900090909 ERR KR RKO K RK KOK KK KK KKK KY PCR CR ERR KR ROKK RKO OO KKK RRR RE RRR KKK KR 009 90 9 00 905 00 9 909 00 90 009 09 0 9 RY 046 006 005 009 00 9 0 00 009 90 9 000 9006 009 0 9 00 REN 0090 ERR ROKR KR ROK SSS SNS N RRC SRR ROKR RRR KK ROKK SERERRRERRKR ROKR RK RRR LKR RR KK RK KH RRR RRR RK RRR 005 009 909000 90 00 9 9090 90 0 00 90 565 90 KK ROKK 909 9000909090 90 090 0905090 9 90 90 09050909 IORI 06 90 090090 9 909000909090 9 90 90 0 909 90 90 09090 5250505060505060550506060506060509060 6009009050 6060005060609060600060 RRR ROKR KR KR K KR SA ERR RRR RRL RRR SSS 90 6 009 KKK KKK KY 5 PKR KKKKKK KKK 0 0 0000009 9 049 0000 69 0 9 0 0000 HHH NA RRR EK RIKER RIIA 55050525054 7600000000004 SORRY 0006040000000 POSSI Use u pal leron 0000000000 Use pal l
161. 7 FUEL SHUTOFF ON push in FUEL TANK SELECTORS core BOTH ON 9 FUEL BOOST Switch ON 10 IGNITION 5 ON TI eco meee RULES 100 KIAS MINIMUM 140 KIAS if propeller is feathered 12 esos Re ec 20 000 feet MAXIMUM 15 000 feet if propeller is feathered CAUTION Do not attempt a restart without starter assist if Ng indications indicates zero RPM TING MACIO 23055 x csv u s EEA E A CHECK STABLE 14 FUEL CONDITION Lever LOW IDLE and OBSERVE FFEOW PPH EE Euri er wie ny 90 140 pph JT eun MONITOR 1090 C maximum Noe nea Ne ux eee She 52 MINIMUM 15 IGNITION Switch NORM 52 or above unless conditions warrant leaving ON WARNING If conditions exist such as heavy precipitation or nearly empty fuel tanks turn the IGNITION Switch ON 16 FUEL BOOST Switch NORM unless it cycles on and off then leave ON 17 FUEL CONDITION HIGH IDLE 18 PROP RPM SET 19 POWER Leven resi E eet Pte ea SET 20 GENERATOR Switch RESET 21 STBY ALT PWR 5 ON 22 AVIONICS 2 s Lass Se wee EU eraat imer ON FAA
162. 87 50 aa 148 KIAS Zo00 POUhdS amp sais 137 KIAS 6290 PoundS 125 5 5000 POUNndS oat eS EQ 112 KIAS SMOOTH AIR 1 Seats Seat Belts Shoulder Harnesses SECURE 2 POWER ura ater d uk RE IDLE 3 PROP RPM Lever MAX full forward AWNING FLAPS caw eek ted dero snm 10 9 175 KIAS FAA APPROVED 208BPHBUS 01 U S 3 77 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 EXPANDED ABNORMAL ELEVATOR MISTRIM Indicates a mistrim of the elevator while the autopilot is engaged The autopilot will normally trim automatically as required However during rapid acceleration deceleration or configuration changes momentary illumination of this message may occur accompanied by minor fluctuations in the flight path If the autopilot is disconnected while this message is displayed high elevator control forces are possible In the event of a sustained illumination the following procedure should be followed ALTITUDE MISCOMPARE This message is displayed when the G1000 detects a difference of 200 feet or greater between the pilots and copilot s altitude information displayed in the upper right of the PFD Refer to GARMIN G1000 Cockpit Reference Guide for additional information AIRSPEED MISCOMPARE This message is displayed when the G1000 de
163. 8B 51000 PERFORMANCE WITHOUT CARGO POD SHORT FIELD TAKEOFF DISTANCE CONDITIONS Flaps 20 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 67 KIAS 8300 Pounds Speed at 50 Feet 80 KIAS Pressure Altitude Feet Dist To Dist To Clear 50 Clear 50 Foot Foot Obst Obst Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 27 Sheet 3 FAA APPROVED 208BPHBUS 00 U S 5 67 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD SHORT FIELD TAKEOFF DISTANCE CONDITIONS Flaps 20 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 64 KIAS 7800 Pounds Speed at 50 Feet 76 KIAS Pressure Altitude Dist To Dist To Clear 50 Clear 50 Foot Foot Obst Obst Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 27 Sheet 4 FAA APPROVED 5 68 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD SHORT FIELD TAKEOFF DISTANCE CONDITIONS Flaps 20 1900 RPM Torque Set Per Figure 5
164. ACUUM SYSTEM AIR FILTER CODE 4 BLEED AIR inter AIR VACUUM Figure 7 14 7 94 U S 208BPHBUS 00 55 SECTION 7 MODEL 208 51000 AIRPLANE AND SYSTEMS DESCRIPTION STALL WARNING SYSTEM The airplane is equipped with a vane type stall warning unit in the leading edge of the left wing which is electrically connected to a stall warning horn located overhead of the pilot s position The vane in the wing senses the change in airflow over the wing and operates the warning horn at airspeeds between 5 and 10 knots above the stall in all configurations The stall warning system should be checked during the preflight inspection by momentarily turning on the battery switch and actuating the vane in the wing The system is operational if the warning horn sounds as the vane is pushed upward The elevator must be off the forward stop before the stall warning horn is enabled due to the fact that the aircraft is equipped with a stall warning ground disconnect switch A pull off type circuit breaker labeled STALL WRN protects the stall warning system Also it is provided to shut off the warning horn in the event it should stick in the on position WARNING This circuit breaker must be pushed in for landing The vane and sensor unit in the wing leading edge is equipped with a heating element The heated part of the system is operated by the STALL HEAT switch on the deice anti ice switch panel and is protected by the STALL WRN
165. AINTED SURFACES The painted exterior surfaces of the Cessna 208B have a durable long lasting finish Approximately 10 days are required for the paint to cure completely in most cases the curing period will have been completed prior to delivery of the airplane In the event that polishing or buffing is required within the curing period it is recommended that the work be done by someone experienced in handling uncured paint Any Cessna Service Station can accomplish this work Generally the painted surfaces can be kept bright by washing with water and mild soap followed by a rinse with water and drying with cloths or a chamois Harsh or abrasive soaps or detergents that cause corrosion or scratches must never be used Remove stubborn oil and grease with a cloth moistened with Stoddard solvent To seal any minor surface chips or scratches and protect against corrosion the airplane must be waxed regularly with a good automotive wax applied in accordance with the manufacturer s instructions If the airplane is operated in a sea coast or other salt water environment it must be washed and waxed more frequently to assure adequate protection Special care must be taken to seal around rivet heads and skin laps which are the areas most susceptible to corrosion A heavier coating of wax on the leading edges of the wings and tail and on the cowl nose cap and propeller spinner will help reduce the abrasion encountered in these areas Re application of
166. AL FIRE IN FLIGHT Continued 14 Electrical SWItGHeS 5 ss eos e wows RR CARE a RR EXE ON Turn switches on one at a time with a delay after each until short circuit is localized when it is verified that fire is completely extinguished a Forward Side Vents OPEN b Overhead Vents 5 16 BLEED AIR renet ON as desired CABIN FIRE 1 ALT PWR Switch 2 GENERATOR 5 93 BATTERY ur ees au WARNING Without electrical power all electrically operated flight and engine indications fuel boost pump CAS messages WING FLAPS Handle and all navigation and communications will be inoperative standby instruments including torque indicator and vacuum driven standby attitude indicator will be operative MODUS uat wp ais S RO aie sce futt es CLOSED to avoid drafts a Forward Side lt CLOSE b Overhead CLOSE ec VENE AIR FANS ee OFF 5 BLEED AIR HEAT 5 OFF 6 Fire Extinguisher ACTIVATE if available WARNING Occupants should use oxygen masks if installed until smoke cl
167. ANCE WITHOUT CARGO POD FUEL AND TIME REQUIRED MAXIMUM CRUISE POWER 200 1000 Nautical Miles CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL A39948 Fuel Pounds Time Hours Wind Component Knots Headwind Tailwind NOTE 1 Fuel required includes the fuel used for engine start taxi takeoff maximum climb from sea level descent to sea level and 45 minutes reserve Time required includes the time during a maximum climb and descent 2 With INERTIAL SEPARATOR in BYPASS increase time by 5 and fuel by 2 or CABIN HEAT ON increase time by 4 and fuel by 3 Figure 5 38 Sheet 2 208BPHBUS 01 U S 5 101 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD FUEL AND TIME REQUIRED MAXIMUM RANGE POWER 40 200 Nautical Miles CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL g a 5 9 27 n Le BRERERERRBPZCR A E oP 470 t 2 a 2 og XM Distance Nautical Miles NOTE 1 Fuel required includes the fuel used for engine start taxi takeoff maximum climb from sea level descent to sea level and 45 minutes reserve Time required includes the time during a maximum climb and descent 2 With INERTIAL SEPARATOR in BYPASS increase time by 196 and fuel by 296 or CABIN HEAT ON increase time by 196 and fuel by 396 Figure 5 39 Sheet 1 of 2
168. ANCE EQUIPMENT LIST MODEL 208B G1000 CABIN INTERNAL LOADING ARRANGEMENTS CARGO VERSION 72290 6 36 ZONE ZONE ZONEZZONEZONE 1 CE 100 0 118 0 155 4 188 7 246 8 282 0 307 0 332 0 356 0 C G ARM eee 5 co EDM ae 0 QQ o N M ux TO Or Oi rr PI N N 99 x e 2685T1091 NOTE Pilot or front passenger center of gravity on adjustable seats positioned for an average occupant with the seat locking pin at Fuselage Station 145 0 Numbers in parentheses indicate forward and aft limits of occupant center of gravity range Cargo area center of gravity in Zones 1 thru 6 based on the mid point of the zone Vertical lines marked on the cargo area sidewalls or the forward face of the raised floor Fuselage Station 332 0 can be used as a convenient reference point for determining the location of occupant or cargo Fuselage Station Figure 6 11 Sheet 1 of 3 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST CABIN INTERNAL LOADING ARRANGEMENTS PASSENGER VERSION 72479 2 Ze PUR 1 ZONE ZONE ZONE ZONE ZONEZONE 1 2 3 4 5 6
169. AS ALTERNATE KIAS VENTS OPEN Flaps UP NORMAL KIAS 100 120 ALTERNATE KIAS Flaps 10 NORMAL KIAS ALTERNATE KIAS Flaps 20 NORMAL KIAS ALTERNATE KIAS Flaps FULL NORMAL KIAS ALTERNATE KIAS Figure 5 1 Sheet 2 FAA APPROVED 5 10 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE ALTIMETER CORRECTION ALTERNATE STATIC SOURCE VENTS CLOSED Correction to be Added Feet Condition KAS Sea Level 20 40 10 000 FT 2 50 20 000 FT 70 Flaps 20 Sea Level 20 10 000 FT 25 Flaps FULL Sea Level 15 25 35 60 10 000 FT 20 ENT SER 85 Added Feet Conon Sea Level 10 000 FT 20 000 FT Flaps 20 Sea Level 20 10 5 10 10 000 FT 25 15 5 15 Flaps FULL Sea Level 15 10 20 10 000 FT 20 10 25 NOTE 1 Add correction to desired altitude to obtain indicated altitude to fly 2 Where altimeter correction values have been replaced by dashes the correction is unnecessary because of conditions in which airpseed is not attainable in level flight Figure 5 2 FAA APPROVED 208BPHBUS 00 U S 5 11 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 PRESSURE CONVERSION A39230 1050 1040 1030 1020 1010 1000 lt 990 980 PRESSURE MILLIBARS 970 960 950 28 00 28 50 2900 29 50 30 00 30 50 31 00 PRESSURE INCHES OF MERCURY Example Pressure 29 55 inches of mercury Pressure 1000 6 millibars
170. Anti ice Fluid Takeoff Limitations 2 27 Flap Limitatlons 5 4 cece Ter IUE E e a RR RU 2 27 Airspeed Limitations 2 27 Flight in Known Icing Visual 2 27 Continued Next Page FAA APPROVED 208BPHBUS 00 U S 2 1 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 Table of Contents Continued Be 2 28 Operational Approvals 2 29 Garmin GFCG T00 AF S oi uide OPE UE CARE a 2 30 L3 Communications WX 500 Stormscope 2 31 Traffic Advisory System 5 2 31 Terrain Awareness and Warning System TAWS B 2 31 Optional Equipment User s Guide 2 31 PE PLE 2 32 FAA APPROVED 2 2 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS INTRODUCTION Section 2 includes the operating limitations instrument markings and basic placards necessary for the safe operation of the airplane its engine standard non standard systems and standard non standard equipment WARNING The limitations included in this section and in Section 9 have been approved by the Federal Aviation Administration Observance of these operating limitations is required by federal aviation regulations NOTE Operation in countries other than the United States may require observance of other limit
171. BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES STANDBY POWER INOPERATIVE Amber STBY PWR INOP CAS MSG 1 STBY ALT PWR Switch CHECK ON IF CAS MESSAGE REMAINS 2 STBY ALT PWR Switch OFF THEN ON NOTE If the STBY ALT PWR CAS MSG remains the alternator system may still be operational A bus voltage surge may have temporarily tripped the ACU alternator control unit The ACU can be restored by cycling the STBY ALT PWR Switch IF CAS MESSAGE STILL REMAINS 3 STBY ALT PWR Switch OFF Complete flight using generator power only Avoid icing conditions STANDBY POWER ON White STBY PWR ON CAS MSG NOTE During ground operations with CONDITION Lever at LOW IDLE it is possible that a generator underspeed condition may occur allowing the standby alternator to automatically assist with the electrical load In this case advance the CONDITION Lever to HIGH IDLE to increase engine speed and bring the generator online The Standby Alternator Power have automaticaly turned on due to a failure of antoher system Address any Red or Amber CAS MSGs that are present FAA APPROVED 208BPHBUS 01 U S 3 69 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 ENGINE GEAR BOX CONTAMINATION Amber CHIP DETECT CAS MSG 1 Engine Indications CAREFULLY MONITOR for abnormal oil pressure oil temperature or power indications
172. BY FLAP MOTOR located on the left sidewall switch and circuit breaker panel 7 24 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION WING FLAP SYSTEM A39400 26856033 Figure 7 6 LANDING GEAR SYSTEM The landing gear is of the tricycle type with a steerable nose wheel and two main wheels Shock absorption is provided by the tubular spring steel main landing gear struts an interconnecting spring steel tube between the two main landing gear struts and the nose gear oil filled shock strut and spring steel drag link Each main gear wheel is equipped with a hydraulically actuated single disc brake on the inboard side of each wheel To improve operation from unpaved runways and in other conditions the standard nose gear fork can be replaced with a three inch extended nose gear fork 208BPHBUS 00 U S 7 25 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 BAGGAGE CARGO COMPARTMENT In the passenger version the space normally used for baggage consists of the raised area from the back of the cargo doors to the aft cabin bulkhead Access to the baggage area is gained through the cargo doors the aft passenger door or from within the cabin Quick release tie down ring strap assemblies are provided for securing baggage and are attached to baggage floor anchor plates provided in the airplane When utilizing the airplane as a cargo carrier refer to Section 6 for complete car
173. C 41 F Windshield anti ice if installed and propeller anti ice if installed systems should also be turned ON Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 47 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208B G1000 SAMPLE CRUISE PERFORMANCE CHART PARAMETERS Standard Conditions 1900 RPM Zero Wind ALTITUDE Maximum Cruise Power Maximum Range Power Feet KTAS NM 1000 LBS KTAS NM 1000 LBS 5 000 182 430 155 470 10 000 182 480 157 530 15 000 177 540 159 580 20 000 167 610 161 610 WITHOUT CARGO POD ALTITUDE Maximum Cruise Power Maximum Range Power Feet KTAS NM 1000 LBS KTAS NM 1000 LBS 5 000 173 410 149 450 10 000 172 460 151 500 15 000 167 510 152 540 20 000 157 570 156 570 WITH CARGO POD Figure 4 4 Continued Next Page FAA APPROVED 4 48 U S 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES CRUISE Continued These systems are designed to prevent ice formation rather than removing it after it has formed Even if the airplane is equipped with the Flight Into Known Icing package accumulation of some airframe ice is unavoidable this will increase airplane weight and drag and decrease airspeed and general airplane performance It is always wise to avoid icing conditions if practical Fuel quantity should be monitored to maintain a balanced fuel condition Normally both FUEL TANK SELECTORS are l
174. C or Ng of 101 6 2 Add 35 pounds of fuel for engine start taxi and takeoff allowance 3 With INERTIAL SEPARATOR set in BYPASS or CABIN HEAT ON increase time fuel and distance numbers by 1 for each 1000 feet of climb 0 4 9 13 18 24 32 0 4 8 12 17 22 29 0 4 7 3 2 3 ML Minoo NN 2 2 9 FOND 0 2 4 7 9 12 15 0 2 4 6 8 11 14 0 2 4 6 8 10 12 0 2 3 5 7 9 11 ck ek I N olzigo ComoLog aoonmopnpimoeodoo Figure 5 35 Sheet 2 5 80 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD CRUISE PERFORMANCE NOTE The following general information is applicable to all CRUISE PERFORMANCE Charts 1 The highest torque shown for each temperature and RPM corresponds to maximum allowable cruise power Do not exceed this torque 740 C ITT or 101 6 Ng whichever occurs first 2 The lowest torque shown for each temperature and RPM corresponds to the recommended torque setting for best range in zero wind conditions 3 With the INERTIAL SEPARATOR in BYPASS and power set below the torque limit 1865 foot pounds decrease the maximum cruise torque by 115 foot pounds Do not exceed 740 C ITT Fuel flow for a given torque setting will be 15 pounds per hour PPH higher
175. C1 LOC2 or VOR1 VOR2 is displayed on both PFDs INACCURATE OVERSPEED WARNING Indicated by overspeed warning tone sounding when airspeed is below the limit speed 1 AIRSPEED EM 55 with opposite PFD 2 AIRSPEED bi REDUCE as required IF BOTH AIRSPEEDS INDICATE BELOW AND STILL SOUNDS AIR SPEED Circuit Breaker PULL fifth row eighth breaker from aft 4 Land as soon as practical IF AIRSPEEDS DO NOT AGREE 3 Referto IAS MISCOMP procedure FAA APPROVED 13 64 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES INACCURATE FLIGHT DIRECTOR DISPLAY Indicated by one or both flight directors commanding attitude contrary to intended flight path 1 AP TRIM DISC Button PRESS 2 Attit de CROSS CHECK BOTH PFDs with the Standby Attitude Indicator Flight Director Modes RESELECT as desired NOTE If continued use of the flight director is desired it is recommended that only basic modes i e ROL and PIT be selected initially If this proves satisfactory HDG and ALT may then be selected Make sure navigation systems are set up correctly prior to attempting to engage NAV mode 4 ENGAGE AS DESIRED if flight director commands are appropriate BOTH ON ADC1 2 1 PFD SENSOR softke
176. DEL 208B G1000 ABNORMAL PROCEDURES RUDDER MISTRIM lt OR RUD INDICATION PFD 1 Rudder Pedals HOLD FIRMLY AP TRIM DISC Button PRESS high rudder control forces possible 3 RUDDER AS REQUIRED 4 Autopilot and Yaw Damper ENGAGE as desired ALTITUDE MISCOMPARE Amber ALT MISCOMP INDICATION PFD 1 Altimeter 5 VERIFY both pilot and copilot have the correct altimeter setting IF ANNUNCIATION DOES NOT CLEAR 2 Pilot and Copilot Altitude COMPARE with Standby Altimeter WARNING i The Standby Altimeter uses the same static sources as the pilots side air data computer ADC1 Do not use Standby Altimeter as sole source in determining correct altitude IF COPILOT PFD AND STANDBY ALTIMETER AGREE PILOT PFD DIFFERS 3 SENSOR Softkey pilot PRESS 4 ADC2 PRESS 5 PFD ADI CONFIRM BOTH ADC is displayed on both PFDs IF PILOT PFD AND STANDBY ALTIMETER AGREE COPILOT PFD DIFFERS 6 Autopilot DISENGAGE altitude hold mode Te PETES TAC atem inae PULL FULL NOTE The alternate static source is connected to the left PFD and standby instruments only Refer to Section 5 Performance for airspeed and altime
177. DIMENSIONS WIDTH WIDTH WIDTH HEIGHT HEIGHT HEIGHT TOP MID MID REAR OVERALL OVERALL CREW DOORS 117 8 355 8 317 8 243 8 41 3 4 44 3 4 CARGODOOR 49 49 49 50 50 50 WIDTH CABIN WIDTH MAX CABIN BREADTH MEASUREMENTS CABIN FLOOR E e 62 e 64 459 46 E 591 2 1 4542 STATIONS 220 I 340 100 118 166 282 332 356 Figure 6 4 Sheet 1 of 2 208BPHBUS 00 U S 6 27 SECTION 6 55 WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 CABIN INTERNAL DIMENSIONS PASSENGER VERSION CARGO BARRIER NETS IF INSTALLED FOR CARGO MISSION CARGO DOOR LEFT SIDE PASS DOOR RIGHT SIDE CABIN HEIGHT AFT WALL MEASUREMENTS BY T poe NT CREW DOOR ACI L laa 1 e 1 EACH SIDE _ i 51 ae 2 4 18 48 3 amp 116 T 50 24 STATIONS 100 0 118 0 166 0 282 0 332 0 356 0 DOOR OPENING DIMENSIONS WIDTH WIDTH WIDTH HEIGHT HEIGHT HEIGHT TOP MID BOTTOM FRONT MID REAR OVERALL OVERALL CREW DOORS 11 7 8 35 5 8 317 8 243 8 44 9 4 443 4 CARGO DOOR 49 49 49 50 50 50 PASSENGER DOOR 24 24 24 50 50 50 WIDTH CABIN WIDTH MAX CABIN BREADTH MEASUREMENTS CABIN FLOOR TL 53 62 64 53 46 E i 1 2 51 42 STA
178. E The following general information is applicable to all SHORT FIELD LANDING DISTANCE Charts 1 Use short field landing technique as specified in Section 4 2 Decrease distances by 10 for each 11 knots headwind For operation with tailwind up to 10 knots increase distances by 10 for each 2 knots 3 For operation on a dry grass runway increase distances by 40 of the Ground Roll figure 4 If a landing with flaps UP is necessary increase the approach speed by 15 KIAS and allow for 4096 longer distances 5 Use of maximum reverse thrust after touchdown reduces ground roll distance by approximately 10926 6 Where distance values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those distances which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 43 Sheet 1 of 5 FAA APPROVED 208BPHBUS 00 U S 5 107 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD SHORT FIELD LANDING DISTANCE CONDITIONS Flaps FULL Zero Wind POWER Lever IDLE after clearing Maximum Braking obstacles BETA range lever PROP RPM Lever MAX against spring after touchdown Paved Level Dry Runway Refer to Sheet 1 for appropriate notes applicable to this chart 8500 Pounds Speed at 50 Feet 78 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altit
179. ECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 EMERGENCY POWER LEVER The EMERGENCY POWER Lever is connected through linkage to the manual override lever on the fuel control unit and governs fuel supply to the engine should a pneumatic malfunction occur in the fuel control unit When the engine is operating a failure of any pneumatic signal input to the fuel control unit will result in the fuel flow decreasing to minimum idle about 48 N at sea level and increasing with altitude The EMERGENCY POWER Lever allows the pilot to restore power in the event of such a failure The EMERGENCY POWER Lever has NORMAL IDLE and MAX positions The NORMAL position is used for all normal engine operation when the fuel control unit is operating normally and engine power is selected by the power lever The range from IDLE position to MAX governs engine power and is used when a pneumatic malfunction has occurred in the fuel control unit and the power lever is ineffective A mechanical stop in the lever slot requires that the EMERGENCY POWER Lever be moved to the left to clear the stop before it can be moved from the NORMAL full aft position to the IDLE position NOTE The knob on the EMERGENCY POWER Lever has crosshatching The crosshatching is visible when the lever is in MAX position Also the EMERGENCY POWER Lever is annunciated by a Red CAS message on the PFD whenever it is unstowed from the NORMAL position with the ITT indications
180. ED 5 24 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED FLAPS UP TAKEOFF DISTANCE CONDITIONS Flaps UP 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 83 KIAS 8750 Pounds Speed at 50 Feet 104 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 8300 Pounds Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 11 Sheet 2 FAA APPROVED 208BPHBUS 00 U S 5 25 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED FLAPS UP TAKEOFF DISTANCE CONDITIONS Flaps UP 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 83 KIAS 7800 Pounds Speed at 50 Feet 104 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 7300 Pounds Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 11 Sheet 3 FAA APPROVED 5 26 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED RATE OF CLIMB TAKEOFF FLAP SETTING FLAPS 20 CONDITIONS Takeoff Power 1900 RPM INERTIAL SEPARATOR NORMAL Weight ress
181. EL 208B G1000 CABIN CARGO AREA Continued With all seats except the pilots seat removed a large cabin volume is available for baggage cargo If a cargo barrier is installed the total volume available for cargo behind the barrier is 340 cubic feet Cargo can be loaded through the large almost square two piece cargo door The floor is flat from the firewall at Fuselage Station 100 0 except in the rudder pedal area to the aft side of the cargo door Fuselage Station 332 0 and has a 200 pound per square foot allowable loading Strategically located nutplates are provided which will allow the installation of plywood flooring standard equipment on Cargo Versions for ease of loading and distribution of concentrated loads Between Fuselage Stations 332 0 and 356 0 additional cargo space with a capacity of 320 pounds is provided on a floorboard raised approximately five inches above the main floorboard In the area of the removed front passenger seat I section seat tracks are installed from Fuselage Station 125 00 to 159 98 and tie down block assemblies which clamp to the tracks can be installed to serve as tie down attach points From Fuselage Station 158 00 aft to the raised baggage cargo floor seat tracks are provided and are designed to receive quick release tie down fittings which can be snapped into the tracks at intervals of 1 inch The raised baggage cargo floor contains eight anchor plates to which quick release tie down fittin
182. EL CONDITION Lever HIGH IDLE MOST REARWARD CENTER OF GRAVITY Angle of Bank eto 4 9 Setti sii KIAS KCAS KIAS KCAS KIAS KCAS KIAS 5 5 UP 63 78 68 84 75 93 89 110 102 58 69 62 74 69 82 82 98 20 53 63 57 68 63 75 75 89 FULL 48 60 52 64 57 71 68 85 MOST FORWARD CENTER OF GRAVITY Angle of Bank w _ Setti ips KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 63 78 68 84 75 93 89 102 60 70 64 75 71 83 85 20 54 64 58 69 64 76 76 FULL 50 61 54 66 59 73 71 1 Altitude loss during stall recovery may be as much as 300 feet from a wings level stall and even greater from a turning stall 2 KIAS values are approximate Figure 5 6 FAA APPROVED 208BPHBUS 00 U S 5 15 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WIND COMPONENTS A39233 40 WIND COMPONENT PARALLEL TO RUNWAY KNOTS zs a ET m a CROSSWIND COMPONENT KNOTS NOTE Maximum demonstrated crosswind velocity is 20 knots not a limitation Figure 5 7 FAA APPROVED 5 16 U S 208BPHBUS 00 55 SECTION 5 MODEL 208 61000 PERFORMANCE MAXIMUM ENGINE TORQUE FOR TAKEOFF CONDITIONS 1900 RPM 60 KIAS INERTIAL SEPARATOR NORMAL A39234 TORQUE LBS NN LE 1 H T 2 ASOR o 30 20 10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE C NOTE 1 Torque increases approximat
183. EOFF The Takeoff Distance chart shows distances that are based on the short field technique Conservative distances can be established by reading the chart at the next higher value of weight altitude and temperature For example in this particular sample problem the takeoff distance information presented for a weight of 8750 pounds pressure altitude of 4000 feet and a temperature of 20 C should be used and results in the following Ground roll 1875 Feet Total distance to clear a 50 foot obstacle 3295 Feet These distances are well within the available takeoff field length However a correction for the effect of wind may be made based on Note 2 of the takeoff chart The correction for a 12 knot headwind is 12 Knots 11 Knots X 10 11 Decrease This results in the following distances corrected for wind Ground roll zero wind 1875 Feet Decrease in ground roll 1875 feet X 11 206 Feet Corrected ground roll 1669 Feet Total distance to clear a 50 foot obstacle zero wind 3295 Feet Decrease in total distance 3295 feet X 11 362 Feet Corrected total distance to clear a 50 foot obstacle 2933 Feet The Maximum Engine Torque For Takeoff chart should be consulted for takeoff power setting For the above ambient conditions the power setting is Takeoff torque 1865 Ft Lbs The Maximum Engine Torque For Climb chart should be consulted for climb power setting from field elevation to cruise altitude For the above ambient condition
184. ESERVE 2224 POUNDS USABLE FUEL CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL Zero Wind A39936 25 000 20 000 15 000 Maximum Cruise Power 10 000 Altitude Feet 5000 SL 600 700 800 900 1000 1100 1200 1300 1400 Range Nautical Miles NOTE 1 This chart allows for the fuel used for engine start taxi takeoff climb and descent The distance during a maximum climb and the distance during descent are included 2 With INERTIAL SEPARATOR in BYPAS decrease range by 2 or with CABIN HEAT ON decrease range by 3 Figure 5 23 208BPHBUS 01 U S 5 57 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED ENDURANCE PROFILE 45 MINUTES RESERVE 2224 POUNDS USABLE FUEL CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL A39937 25 000 20 000 15 000 10 000 Altitude Feet 5000 SL 4 0 5 0 6 0 7 0 8 0 Endurance Hours NOTE 1 This chart allows for the fuel used for engine start taxi takeoff climb and descent The time during a maximum climb and the time during descent are included 2 With INERTIAL SEPARATOR in BYPAS decrease endurance by 2 or with CABIN HEAT ON decrease endurance by 3 Figure 5 24 5 58 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED TIME FUEL AND DISTANCE TO DESCEND CONDITIONS Flaps UP Zero Wind 8750 Pounds 1900 RPM 140
185. Exits Figure 3 46 FAA APPROVED 208BPHBUS 01 U S 3 3 3 4 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 FAA APPROVED U S 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that can occur Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered However should an emergency arise the basic guidelines described in this section should be considered and applied as necessary to correct the problem Emergency procedures associated with standard avionics the ELT or any optional systems can be found in Section 9 WARNING There is no substitute for correct and complete preflight planning habits and continual review to minimize emergencies Be thoroughly knowledgeable of hazards and conditions which represent potential dangers Also be aware of the capabilities and limitations of the airplane AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff WING FLAPS Handle 100 KIAS WING FLAPS Handle 80 KIAS Maneuvering Speed OO IDSs nn Aan Gaeta eae ura PO dS Oa 148 KIAS Rd c e T 137 KIAS 6250 IDSs
186. F OF PASSENGER AIRSTAIR DOOR OPEN 1 Airspeed MAINTAIN LESS THAN 100 KIAS 2 Flight Controls MANEUVER for return for landing Sc WING FLAPS aire sanie ar des FULL A ADDFIOSCIIS s uei aca e arces abr SO ede E ROS NORMAL 5 Landing SLIGHTLY TAIL LOW avoid nose high flare RIGHT OR LEFT CREW DOORS OPEN 1 Airspeed MAINTAIN LESS THAN 125 KIAS 27 CES PULL CLOSED and LATCH CARGO POD DOOR S OPEN 1 Airspeed MAINTAIN LESS THAN 125 KIAS 2 Valid seem ee ih eR AS SOON AS PRACTICAL d Approach NORMAL b AVOID A NOSE HIGH FLARE ELECTRICAL STARTER CONTACTOR DOES NOT DISENGAGE AFTER START Amber STARTER ON CAS MSG Battery SWICK e do E ERO LE ees OFF 2 External Power Unit OFF then DISENGAGE Fuel Condition CUTOFF 4 Engine COMPLETE GENERATOR LOAD ABOVE LIMIT Amber GENERATOR AMPS CAS MSG i GENAMPS etn CHECK If amperes are above limit 2 1 REDUCE ALTERNATOR LOAD ABOVE LIMIT Amber ALTNR AMPS CAS MSG To NET JAMES Ecc ater oto Medos uu Ra d dt CHECK If amperes are above limit 2 1 REDUCE FAA APPROVED 2 68 U S 208
187. FF CAS MSG will be illuminated even with both FUEL TANK SELECTORS in the ON position This is a warning to the pilot that the fuel selector off warning system has been deactivated See Section 7 for further details on the fuel selector off warning system FAA APPROVED 3 42 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES ELECTRICAL FAILURES GENERATOR OR MAIN BUS MALFUNCTIONS Illumination of the VOLTAGE LOW CAS MSG is a warning that the power distribution bus voltage is low enough to start discharging the battery BUS VOLTS reading is used to verify the low bus voltage A low or zero reading of the GEN AMPS confirms that the charge is insufficient or generator output current is zero If the GENERATOR OFF CAS MSG is illuminated it indicates that the generator contactor has disconnected the generator from the power distribution bus The most likely causes of a generator trip disconnection are line surges tripped circuit breakers or accidental switch operation In these cases follow the checklist procedures to restore generator operation The airplane is equipped with two starter contactors One is used for starts on external power and the other for battery starts If either contactor does not open after reaching approximately 46 the amber STARTER ON CAS MSG will remain illuminated In most Cases when this occurs the generator will not transfer to the generator mode and the GENERATOR OFF CAS MSG will
188. Figure 5 3 FAA APPROVED 5 12 U S 208BPHBUS 00 SECTION 5 TEMPERATURE CONVERSION CHART A39231 MODEL 208B G1000 CESSNA ERR alain E 2 5 5 Su i Bl rosas T 40 2 1 i 5 2 E E 22 2 2 E C j H a 1 ien ER zem 2 E 5 2 7222 2 E 1 2 2 2 i es MGE MINE ME MM MEUM INE 5 2 3 CN E 7 B E 2 E 2 L H 7 2 SIS 2 2 d 2 2 2 2 E 3 7 2 d 2 PN 22 e e N LISAHNAYHVSA 33H93G 5 13 U S DEGREES CELSIUS Figure 5 4 FAA APPROVED 208BPHBUS 00 SECTION 5 PERFORMANCE ISA CONVERSION CESSNA MODEL 208B G1000 AND OPERATING TEMPERATURE LIMITS CAUTION Do not Operate in shaded area of chart A39232 PRESSURE ALTITUDE 1000 FT 0 5 14 T 2 22 aa cunas 2 30 40 50 6 OUTSIDE AIR TEMPERATURE C Figure 5 5 U S FAA APPROVED 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE STALL SPEEDS CONDITIONS 8750 Pounds POWER Lever IDLE FU
189. Flaps UP 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 83 KIAS 8750 Pounds Speed at 50 Feet 104 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 8300 Pounds Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 28 Sheet 2 FAA APPROVED 208BPHBUS 00 U S 5 71 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD FLAPS UP TAKEOFF DISTANCE CONDITIONS Flaps UP 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 83 KIAS 7800 Pounds Speed at 50 Feet 104 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 7300 Pounds Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 28 Sheet 3 FAA APPROVED 5 72 0 5 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD RATE OF CLIMB TAKEOFF FLAP SETTING CONDITIONS Takeoff Power 1900 RPM INERTIAL SEPARATOR NORMAL Weight Pressure Rate of Climb Feet Per Minute FPM par Bren Ee zoe Pounds Feot KIAS 40 C 20 C 0 C 20 40 92 910 8750 8300
190. G1000 GENERAL WEIGHT CONVERSIONS Kilogrames x 2 2046 Pounds Pounds x 0 4536 Kilograms Kilograms into Pounds Kilogrammes en Livres Pounds into Kilograms Livres en Kilogrammes Figure 1 2 Sheet 1 of 2 208BPHBUS 00 U S 1 17 SECTION 1 GENERAL B3081 Kilograms x 2 205 Pounds U S CESSNA MODEL 208B G1000 WEIGHT CONVERSIONS Pounds x 454 Kilograms KILOGRAMS POUNDS 220 4 100 210 95 200 90 180 g0 170 _ 160 140 65 130 9 120 55 110 50 100 45 90 40 80 70 30 60 25 50 soa EP 10 0 Figure 1 2 Sheet 2 Units x 10 100 etc 058511027 208BPHBUS 00 55 SECTION 1 MODEL 208B G1000 GENERAL LENGTH CONVERSIONS Meters x 3 2808 Feet Feet x 0 3048 Meters Meters into Feet Metres en Pieds Feet into Meters Pieds en Metres Figure 1 3 Sheet 1 of 4 208BPHBUS 00 U S 1 19 SECTION 1 55 GENERAL MODEL 208B G1000 LENGTH CONVERSIONS B3082 Meters x 3 281 Feet Feet x 305 Meters FEET METERS 100 320 L 95 300 1 gg 280 85 260 80 o40 9 70 220 65 200 60 180 55 160 59 45 140 40 120 35 100 39 80 4 25 6so 20 15 40 10 20 5 Units x 10 100 etc 0 0 05851
191. GHT FUEL QTY TO FUEL FLOW NG amp NP TO FUEL CONT HEATER TO FLAP MOTOR TO AIRSPEED WARN TO LEFT VENT BLWR AIR COND TO AFT VENT BLWR SPARE SPARE SPARE SPARE SPARE AVIONICS STANDBY POWER SWITCH BREAKER CESSNA MODEL 208B G1000 ALTERNATOR BUS STBY PWR ON ALTERNATOR ON ALTERNATOR OUT POWER IN REMOTE SENSE 8 amp 34 FEILD 3 AUXILARY SENSE LINE CONTACTOR 89 REMOTE SENSE ALTERNATOR CONTROL UNIT ALTERNATOR ALT AMPS CONTACTOR STBY REGULATOR FROM HOURMETER ACU RIGHT VENT BLWR TO RIGHT PITOT HEAT TO PROP ANTI ICE CONT TO BACKUP ANTI ICE TO W S ANTI ICE TO AUX 12VDC POWER TO LEFT FUEL QTY TO AUX FUEL PUMP TO FUEL SEL WARN TO SEAT BELT SIGN TO AVN FLOOD LIGHT TO RIGHT LANDING LIGHT TO TAXI LIGHT TO NAVIGATION LIGHT TO FIRE DETECTION TO PROP OVERSPEED TST TO AIR CONDITIONING CONTROL TO DECK SKIN FANS TO STANDBY FLAP MOTOR TO STALL WARNING TO BLEED AIR HEAT TO RIGHT VENT BLOWER SPARE SPARE SPARE SPARE SPARE AVIONICS AUDIO CONT BUS COM 1 NAV 1 ENG ADC1 NUMBER 1 AVIONICS POWER SWITCH BREAKER AVIONICS BUS TIE SWITCH BREAKER AHRS 1 AVIONICS BUS 1 PFD1 XPD
192. H STROBE LIGHTS gt gee A UP WC we P d 33 65 FEET STROBE LIGHTS rao i E NOTE MINIMUM TURNING RADIUS WITH INBOARD WHEEL BRAKE LOCKED FULL RUDDER AND POWER 98 Figure 7 5 208BPHBUS 00 U S 7 23 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 WING FLAP SYSTEM The wing flaps are large span single slot type see Wing Flap System figure and incorporate a trailing edge angle and leading edge vortex generators to reduce stall speed and provide enhanced lateral stability The flaps are driven by an electric motor They are extended or retracted by positioning the WING FLAP selector lever on the control pedestal to the desired flap deflection position The selector lever is moved up or down in a slotted panel that provides mechanical stops at the 10 and 20 positions For flap deflections greater than 10 move the selector lever to the right to clear the stop and position it as desired A scale and white tipped pointer on the left side of the selector lever provides a flap position indication The wing flap system is protected by pull off type circuit breaker labeled FLAP MOTOR on the left sidewall switch and circuit breaker panel A standby system can be used to operate the flaps in the event the primary system should malfunction The s
193. HBUS 00 U S 1 5 SECTION 1 55 GENERAL MODEL 208B G1000 DESCRIPTIVE DATA ENGINE Number of Engines 1 Engine Manufacturer Pratt amp Whitney Canada Inc Engine Model PT6A 114A Engine Type Free turbine two shaft engine utilizing a compressor section having three axial stages and one centrifugal stage an annular reverse flow combustion chamber a one stage compressor turbine a one stage power turbine and a single exhaust The power turbine drives the propeller through a two stage planetary gearbox at the front of the engine Flat rated at 675 shaft horsepower PROPELLER Propeller Manufacturer McCauley Accessory Division Propeller Model Number 3GFR34C703 106GA 0 e fades 3 Propeller Maximum 106 Inches Minimum 104 Inches Propeller Type Constant speed full feathering reversible hydraulically actuated aluminum bladed propeller with a feathered blade angle of 88 a low pitch blade angle of 15 6 and a maximum reverse blade angle of 14 30 inch station 1 6 U S 208BPHBUS 00 55 SECTION 1 MODEL 208B 51000 GENERAL FUEL Approved Fuel Grade Specification JET A ASTM D1655 JET A 1 ASTM D1655 JET B ASTM D1655 JP 1 MIL L 5616 JP 4 MIL T 5624
194. HBUS 00 U S 4 7 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 LEFT SIDE 1 CHECK verify condition 2 Fuel Reservoir Drain bottom of fuselage or left side of cargo pod DRAIN using fuel sampler Drain to check for water sediment and proper fuel before each flight and after each refueling If water is observed take additional samples until clear Take repeated samples from all fuel drain points see Section 7 Fuel System Schematic for all nine drain locations until all contamination has been removed NOTE Properly dispose of samples from all fuel drains Aviation turbine fuel will deteriorate asphalt surfaces Main Landing CHECK check proper tire inflation and condition of gear 4 Inboard Fuel Tank Sump and External Sump Quick Drain Valves DRAIN using fuel sampler Drain to check for water sediment and proper fuel before each flight and after each refueling If water is observed take additional samples until clear Take repeated samples from all fuel drain points until all contamination has been removed LEFT WING Leading Edge WARNING e It is essential cold weather to remove even the smallest accumulations of frost ice snow or slush from the wing and control surfaces To assure complete removal of contamination conduct a visual and tactile inspection up to two feet behind the protected surfaces at
195. INSTRUMENT PANEL jenno jeueg O4JUOD jeueg 1 5 YOUMS 159 JOUIGAOD peedsJeAQ YOUMS 159 J09 eq pue HONYS IONA euoug pue AWN BOINOS ejeuJej v eunsseJg oneis eueg UOne20 104009 S3O0lld syejsooyy Bunur 101eJedes erueu 19497 Jo Od seuouws Buruonipuoo 19497 JOMOd uonisogd pue JO4JUOD 1018 9 3 uonisod PUB qouM WH JOINYS UIQED JOVEOIPU uonisog pue JO4JUOD 041002 0116 19497 uonipuoo enJj 20 uonou J JUBIPENH 19497 041002 J4e jedoud 144 LV OV 6 86 76 96 GE VE SE 06 LE 06 6c 8c 46 9c 756 VG ES pue 18497 10399499 Jav YESH O4JUOD 5 1 den euoug pue JOJJUOD jienno uone nueA jeueg 1ueuundsu YOUMS 113 JeyeuunoH 146 10119 00 Aeidsig 1464 peeH
196. ION MECHANICAL CONNECTION 111 268511105 Figure 7 13 Sheet 1 of 2 7 86 U S 208BPHBUS 00 55 MODEL 208B 51000 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CABIN HEATING VENTILATING AND DEFROSTING SYSTEM PASSENGER VERSION 41163 TO FLOW CONTROEVALVE BLE HTN HEAT GRD PULL CABIN PULL DEFROST PULL FWD CABIN PUSH FWD CABIN PUSH FLT PUSI COMPRESSOR OUTLET 200 DO BLEED AIR COMPRESSOR OUTLET BLEED AIR CABIN TO DEFROST MIXING AIR VALVE MIXING HEAT AIR FORWARD e AIR SELECTOR CABIN AIR FIREWALL SHUTOFF FIREWALL VALVE VALVES cs Eua SHUTOFF VALVE VENTILATING AIR DOOR CONTROL ONE EACH SIDE INSTRUMENT PANEL CABIN HEAT SELECTOR VALVE DEFROST AIR FORWARD CABIN VENTILATING OUTLETS AIR SELECTOR VALVE AND CONTROLS 2 DEFROSTER OUTLETS 2 VENTILATING AIR INLET ADJUSTABLE PILOT AND IN UPPER WING STRUT Y FRONT PASSENGER OVERHEAD FAIRING i VENTILATING OUTLETS 2 ou VENTILATING AIR INLET SHUTOFF VALVE en b ne IN UPPER WING STRUT ONE EACH WING lt P R FAIRING o N 2 gre S T SS VENT AIR CONTROL VENT AIR CONTROL ON
197. IONICS Bus 2 OFF IGNITION SWICK 222 d Left LIGHTS Panel Switches 9 total OFF e POWER OUTLET OFF i 556222 QUEE g AIR CONDITIONING if installed OFF h BLEED AIR HEAT 5 OFF 4 EMERGENCY POWER NORMAL POWEBJEGVOD cron a etiara eq TE Era a at IDLE 6 PROP RPM MIN RPM 7 FUEL CONDITION CUTOFF 8 FUEL SHUTOFF ON push in 9 FUEL TANK SELECTORS BOTH ON 10 FUEL BOOST SWIUGCII 553 222 X IRR En ON 20 000 FEET MAXIMUM Continued Next Page FAA APPROVED 3 10 U S 208BPHBUS 00 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES STARTER ASSIST Preferred Procedure Continued 12 STARTER Switch ves RII START and OBSERVE a IGNITION ON CAS 5 CHECK ON b Engine Oil Pressure Indication CHECK NA UTE 12 MINIMUM 13 FUEL CONDITION Lever LOW IDLE and OBSERVE d FELOW PPH nes 90 140 O EM Un RE MONITOR 1090 C maximum M rmv 52 MINIMUM 14 STARTER Switch OFF WARNING If conditions exist su
198. Il Type or Type IV anti icing fluids are only an estimation and vary depending on many factors temperature precipitation type wind and airplane skin temperature The holdover times are based on the mixture ratio appropriate for the OAT Holdover times start when the last application has begun Continued Next Page 8 28 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE HOLDOVER TIMETABLE TYPE I TYPE Il TYPE AND TYPE IV FLUIDS Continued Guidelines for maximum holdover times anticipated by SAE Type Il Type or Type IV and ISO Type 1 Type II Type or Type IV fluid mixtures are a function of weather conditions and outside air temperature OAT CAUTION Aircraft operators are solely responsible for ensuring that holdover timetables contain current data The tables are for use in departure planning only and should be used in conjunction with pretakeoff contamination check procedures The time of protection will be shortened in heavy weather conditions High wind velocity and jet blast may cause a degradation of the protective film If these conditions occur the time of protection may be shortened considerably This is also the case when fuel temperature is significantly lower than OAT NOTE e Holdover timetables in FAA notice 8900 22 dated 10 12 07 or later or later do not apply to other than SAE or ISO Type 1 Type Il Type or Type I
199. Immediately After Takeoff 3 8 Engine Failure During 3 8 Engine Flameout During 3 10 PAU SEAN or doner End te drap a 3 10 Starter Assist Preferred 3 10 Nostarter ASSISLU sena wur Quid PARE anie eS 3 11 Forced Landings 33 406 EUR UE 3 13 Emergency Landing without Engine Power 3 13 Precautionary Landing with Engine Power 3 13 Beg p EET 3 14 Smoke and 3 14 Engine Fire in Flight Red ENGINE FIRE CAS MSG 3 14 Electrical Fire in 3 15 a cus lac OE 3 16 WING Piles 3 0 45 458 tha IE Ie Te 3 17 Cabin Fire During Ground Operations 3 17 Engine Fire During Start on Ground Red ENGINE FIRE CAS 3 18 Ice and Rain Protection 3 19 The Following Weather Conditions can be Conducive to Severe In flight Icing as Required by AD 96 09 15 Paragraph 2 3 19 Procedures For Exiting the Severe Icing Environment as Required by AD 96 09 15 Paragraph a 2 3 19 Inadvertent Icing Encounter 3 20 Continued Next Page FAA
200. KIAS Above 16 000 Feet 160 KIAS Below 16 000 Feet Power Set for 800 Feet per Minute Rate of Descent Pressure Descent to Sea Level Altitude Time Fuel D Feet Minutes Pounds N 30 25 24 000 20 000 16 000 20 59 12 000 15 43 8000 10 28 4000 5 14 Sea Level 0 0 ist M 91 75 Figure 5 25 208BPHBUS 01 U S 5 59 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED SHORT FIELD LANDING DISTANCE NOTE The following general information is applicable to all SHORT FIELD LANDING DISTANCE Charts 1 Use short field landing technique as specified in Section 4 2 Decrease distances by 10 for each 11 knots headwind For operation with tailwind up to 10 knots increase distances by 10 for each 2 knots 3 For operation on a dry grass runway increase distances by 40 of the Ground Roll figure 4 lf a landing with flaps UP is necessary increase the approach speed by 15 KIAS and allow for 40 longer distances 5 Use of maximum reverse thrust after touchdown reduces ground roll distance by approximately 10 6 Where distance values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those distances which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 26 Sheet 1 of 5 FAA APPROVED 5 60 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO P
201. LBS PER SQ FT NO SHARP EDGES MAX WEIGHT 270 LBS MAX FLOOR LOADING 30 LBS PER SQ FT NO SHARP EDGES MAX WEIGHT 280 LBS MAX FLOOR LOADING 30 LBS PER SQ FT NO SHARP EDGES 208BPHBUS 00 Figure 6 5 268511098 U S 6 29 SECTION 6 55 WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 CABIN INTERNAL LOAD MARKINGS CARGO VERSION 39912 ZONE 2 ZONE 4 ZONE 6 LOAD 3100 LBS MAX LOAD 1380 LBS MAX LOAD 320 LBS CABIN RIGHT SIDE STATION CG 1 100 00 155 40 188 70 246 80 282 00 307 00 332 00 356 00 IF LOAD IN ZONE 5 EXCEEDS CARGO RESTRAINT 400 LBS A PARTITION NET IS STOWAGE REQD AFT OR LOAD MUST BE v SECURED TO FLOOR MAX LOAD BEHIND BARRIER 3400 LBS TOTAL ZONES FWD OF LAST LOADED ZONE MUST BE AT LEAST 75 FULL BY VOLUME SEE POH FOR EXCEPTIONS CHECK WEIGHT AND BALANCE NOTE 1 LEFT SIDEWALL ZONE AND MAX 75 75 LOAD BEHIND BARRIER LOAD MARKINGS 3400 LBS TOTAL SAME AS ON ZONES FWD OF LAST LOADED RIGHT SIDEWALL ZONE MUST BE AT LEAST CARGO 7596 FULL BY VOLUME SEE T FOR EXCEPTIONS BARRIER TYPICAL AFT SIDE CHECK WEIGHT AND BALANCE CARGO CABIN LOAD MUST BE PROTECTED FROM LEFT SIDE STATION A
202. LEVER TAKE FUEL SAMPLES FROM ALL FILTER FUEL DRAIN LOCATIONS MAKE SURE FUEL BYPASS FLAG HEATER TANK FILLER CAPS ARE SECURE AND lt CHECK FUEL SYSTEM VENTS FOR N OBSTRUCTIONS ICE OR WATER N y AURAL WARNING HORNS 1 FUEL FILTER N MM FROM FUEL N E SELECTOR N OFF SWITCHES Li DRAIN VALVE FUEL SELECTOR S FIREWALL OFF WARNING VENT Iu 3 RELAY ASSEMBLY x FROM LEFT FROM RIGHT H N FUEL LOW FUEL LOW FUEL SHUTOFF SWITCH SWITCH SEALED CONTROL L FUEL FUEL R FUEL LOW PRESSURE F ELLINE E sorter LOW SELECT OFF Low CONNECTOR ND RESERVOIR 7 MANIFOLD iow FUELLOW 6 ES ASSEMBLY eae I ENS d IUE CAS MSGS LOW FUEL Rf E SENSOR NL S VENT i M MAIN EJECTOR PUMP MOTIVE FLOW CHECK VALVE Geek SEALED COMPARTMENT TO FUEL AUXILIARY TO FUEL SELECTOR OF FUEL POMP pan Se beton oF ASSEMBLY SHUTOFF SHUTOFE WARNING RELAY VALVES 2 VALVES 2 ASSEMBLY FILLER CAP FUEL BOOST FILLER ON FUEL KIRE NORM BOOST OFF SWITCH LEFT FUEL TANK FUEL QUANTITY TRANSMITTER 2 VENT WITH FLOAT VALVE AND PRESSURE RELIEF VALVE 1 64 U S FUEL SELECTOR FUEL TANK SELECTORS FUEL SELECTOR OFF SWITCHES 2 RIGHT FUEL TANK VENT WITH FL
203. LIST INTRODUCTION This section describes the procedure for establishing the basic empty weight and moment of the airplane Sample forms are provided for reference Procedures for calculating the weight and moment for various operations are also provided In order to achieve the performance and flight characteristics which are designed into the airplane it must be flown within approved weight and center of gravity limits although the airplane offers flexibility of loading it cannot be flown with full fuel tanks and a full complement of passengers or a normal crew and both cabin and cargo pod if installed loading zones filled to maximum capacity The pilot must utilize the loading flexibility to ensure the airplane does not exceed its maximum weight limits and is loaded within the center of gravity range before takeoff Weight is important because it is a basis for many flight and structural characteristics As weight increases takeoff speed must be greater since stall speeds are increased the rate of acceleration decreases and the required takeoff distance increases Weight in excess of the maximum takeoff weight may be a contributing factor to an accident especially when coupled with other factors such as temperature field elevation and runway conditions all of which may adversely affect the airplane s performance Climb cruise and landing performance will also be affected Flights at excess weight are possible and may be within
204. LL HEAT ON when OAT is below 5 C 41 F c PROPHEAT ON when OAT is below 5 C 41 F 2 INERTIAL ies SET SAIESDBOd 52 05 ht en e rb DES IA 110 120 KIAS 4 PROP RPM 1600 1900 5 INERTIAL SET NOTE To achieve maximum flat rated horsepower use a minimum of 1800 RPM Continued Next Page FAA APPROVED 4 26 U S 208BPHBUS 01 55 SECTION 4 MODEL 208 51000 NORMAL PROCEDURES CRUISE CLIMB Continued 6 SET observe Maximum Climb ITT and Ng limits Refer to Maximum Engine Torque for Climb chart in Section 5 NOTE Engine operations which exceed 740 C ITT can reduce engine life CAUTION For every 10 below 30 C ambient temperature reduce maximum allowable N by 2 2 MAXIMUM PERFORMANCE CLIMB 1 Ice Protection if installed AS REQUIRED PITOT STATIC HEAT ON when OAT is below 5 C 41 F b STALL HEAT ON when is below 5 C 41 F c PROP HEAT ON when OAT is below 5 C 41 F 2 INERTIAL SEPARATOR tubo SET 3 Airspeed 104 KIAS from sea level to 10 000 feet decreasing to 87 KIAS at 20 000 feet 4 PROP RPM Lever 1900 5 POWER Lever SET 1865 ft lbs maximum observe Maximu
205. LURE Continued CAUTION The FUEL CONDITION Lever can be moved momentarily to CUTOFF and then back to LOW IDLE if overtemperature tendencies are encountered This reduces the flow of fuel to the combustion chamber If the engine starter is inoperative follow the No Starter Assist checklist procedures for an airstart CAUTION e f a rise in and ITT not indicated within 10 seconds place FUEL CONDITION lever to cutoff and abort start Refer to Emergency Procedures Engine Failure During Flight and Emergency Landing Without Engine Power Emergency airstarts can be attempted below 10 and outside the normal airspeed envelope but ITT should be closely monitored the FUEL CONDITION lever can be moved alternately to cutoff and then back to low idle if overtemperature tendencies are encountered Do not attempt an airstart without starter assist with 0 FAA APPROVED 208BPHBUS 01 U S 3 33 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist Before attempting an off airport landing with engine power available one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions proceeding as discussed in the Precautionary Landin
206. MAL The NORMAL position of the switch arms the ignition system so that ignition will be obtained when the starter switch is placed in the START position The NORMAL position is used during all ground starts and during air starts with starter assist The ON position of the switch provides continuous ignition regardless of the position of the starter switch This position is used for air starts without starter assist for operation on water covered runways during flight in heavy precipitation during inadvertent icing encounters until the inertial separator has been in bypass for 5 minutes and when near fuel exhaustion as indicated by illumination of the Red RSVR FUEL LOW CAS MSG Continued Next Page 7 50 U S 208BPHBUS 00 55 SECTION 7 MODEL 2088 51000 AIRPLANE AND SYSTEMS DESCRIPTION IGNITION SYSTEM Continued The main function of the starter switch is control of the starter for rotating the gas generator portion of the engine during starting However it also provides ignition during starting For purposes of this discussion only the ignition functions of the switch are described For other functions of the starter switch refer to paragraph titled Starting System in this section The starter switch has three positions OFF START and MOTOR The OFF position shuts off the ignition system and is the normal position at all times except during engine start or engine clearing The START position energizes the engine ignition sy
207. MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND BALANCE RECORD LOAD MANIFEST Continued 7 Add aircraft empty weight and index to payload weight and index to acquire a zero fuel weight and index A plot of this weight and index on the adjacent chart indicates the location of the zero fuel weight center of gravity in terms of MAC MAC space is provided to enter this value If the zero fuel weight falls well within clear area of chart envelope the loading will likely be acceptable however if the C G at this weight fall near or within shaded area a careful recheck of the loading and C G is important 8 The weight available for takeoff fuel is the difference between zero fuel weight and takeoff weight A FUEL INDICES table at bottom of Weight and Balance Record Load Manifest provides an index for the weight of fuel to be carried The fuel weight and this index should be entered for takeoff fuel When calculating takeoff fuel 35 pounds of additional fuel can be allowed as taxi fuel under average conditions A space for taxi fuel weight is provided 9 Add takeoff fuel weight and index to zero fuel weight and index to acquire a takeoff weight and index which can be plotted to determine the takeoff location in terms of MAC MAC space is provided for this value 10 Enter 8750 pounds as the maximum allowable takeoff weight for this airplane The additional 35 pounds of taxi fuel provide
208. MSG and Amber STBY PWR INOP CAS MSG Total amperage supplied from the standby electrical system can be monitored on the EIS SYSTEMS DISPLAY Additionally an ALTNR AMPS CAS message is provided if the standby alternator amperage draw exceeds normal operating ranges 208BPHBUS 00 U S 7 71 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 GENERATOR CONTROL UNIT The generator control unit GCU is mounted inside the cabin on the left forward fuselage sidewall The unit provides the electrical control functions necessary for the operation of the starter generator The GCU provides for automatic starter cutoff when engine RPM is above 46 Below 4696 the starter generator functions as a starter and above 4696 the starter generator functions as a generator when the starter switch is OFF The GCU provides voltage regulation plus high voltage protection and reverse current protection In the event of a high voltage or reverse current condition the generator is automatically disconnected from the buses The generator contactor controlled by the GCU connects the generator output to the airplane bus If any GCU function causes the generator contactor to de energize the Amber GENERATOR OFF CAS MSG will illuminate GROUND POWER MONITOR The ground power monitor is located inside the electrical power control assembly mounted on the left hand side of the firewall in the engine compartment This unit senses the voltage level applied
209. McCauley propeller will have comparable performance and should also use the data shown WARNING To make sure that performance in this section can be duplicated the airplane and engine must be maintained in good condition Pilot proficiency and proper preflight planning using data necessary for all flight phases is also required to assure expected performance with ample margins of safety It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the specified cruise power and altitude Some indeterminate variables such as engine and propeller condition and air turbulence may account for variations of 1096 or more in range and endurance Therefore it is important to utilize all available information to estimate the fuel required for the particular flight Notes have been provided on various graphs and tables to approximate performance with the inertial separator in BYPASS and or cabin heat on The effect will vary depending upon airspeed temperature and altitude At lower altitudes where operation on the torque limit is possible the effect of the inertial separator will be less depending upon how much power can be recovered after the separator vanes have been extended In some cases performance charts in this section include data for temperatures which are outside of the ISA Conversion and Operating Temperature Limits chart This data has been include
210. N CAS MSG will be illuminated and the ALT AMPS in the EIS Systems page will indicate the amount of current being supplied by the standby electrical system To attempt to restore main power refer to the Section 3 emergency procedures for Generator Failure If this attempt is successful the standby electrical system will revert to its normal no load condition and the STBY PWR ON CAS MSG will extinguish If main electrical power cannot be restored reduce nonessential loads as necessary to remain within the 75 amp capability of the standby electrical system Loads in excess of this capability will be indicated by an Amber ALTNR AMPS CAS MSG If the reverse current protection of the ACU fails an Amber ALTNR AMPS CAS MSG will display when the reverse current is detected to be less than 8 amps The pilot should disconnect the standby alternator by turning the STBY ALT PWR Switch OFF EMERGENCY EXITS Use of the crew entry doors the passenger entry doors and the cargo doors for emergency ground egress from the Standard 208B is illustrated in Emergency Exit chart Emergency ground egress from the Cargomaster is accomplished by exiting the airplane through the left and right crew entry doors as shown in Figure 3 2 WARNING Do not attempt to exit the Cargomaster through the cargo doors Since the inside of the upper door has no handle exit from the airplane through these doors is not possible When exiting the airplane avoid the prope
211. NERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM T ue T ue T ue Flow KTAS as Flow KTAS EIE Flow KTAS 5 PPH 8 PPH PPH 1081 269 145 1152 269 143 1225 269 139 1225 280 149 1300 280 145 304 160 1372 304 158 1454 308 155 156 4295 289 153 1380 290 150 330 167 1516 329 165 1603 329 161 304 160 1400 307 159 1400 291 150 287 154 1280 284 151 1365 284 148 352 7 16 6 173 6 Temp 1 Figure 5 19 Sheet 8 5 42 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 16 000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart yep Torque i Torque e Torque e Ft Lbs Flow KTAS Ft Lbs Flow KTAS Flow KTAS PPH PPH PPH 1033 256 141 1101 256 138 1168 256 132 1237 277 151 1311 277 147 300 162 1367 300 159 1447 300 155 276 153 1235 275 150 1330 278 147 322 167 1488 322 165 1572 322 161 282 154 1300 285 153 1400 289 151 272 150 1215 268 147 1305 270 145 1 71 159 341 6 16 1 6 He Figure 5 19 Sheet 9 208BPHBUS 01 U S 5 43 SECTION 5 PERFORMANCE CONDITIONS 8750 Pounds CESSNA MODEL 208B G1000 CARGO POD INSTALLED CRUISE PERFORMANCE CRUISE PRESSURE ALTIT
212. NG Type Il Type Ill and Type IV anti ice fluid is designed for use on airplanes with a V speed of 85 knots or greater Whenever Type Il or Type IV anti ice fluid is applied to the airplane the takeoff flap setting is limited to UP and the V is 88 KCAS Refer to Section 2 for limitations and Section 5 for takeoff distances with flaps UP setting and liftoff speeds in KIAS The takeoff distance charts for flaps UP setting start with the airplane s maximum weight for normal operations However when icing conditions exist the airplane must only be loaded to its maximum weight for flight into known icing conditions NOTE It is recommended that flight crews refamiliarize themselves seasonally with the following publications for expanded deice and anti ice procedures Cessna 208 Series Maintenance Manual Chapter 12 e FAA Advisory Circular AC135 17 dated 14 December 1994 or later e FAA Advisory Circular AC20 117 dated 17 December 1982 or later Cessna Aircraft Company SNL 08 1 and FAA notice 8900 22 FAA Approved deicing program updates winter 2007 2008 Deicing and anti icing fluids are aqueous solutions which work by lowering the freezing point of water in either the liquid or crystal phase thus delaying the onset of freezing For this reason they are referred to as Freezing Point Depressant FPD fluids Deicing fluid is classified as Anti icing fluid is classified as Type Il Type Ill or Type IV Dei
213. NT LIST MODEL 208B G1000 CARGO LOAD RESTRAINT PREVENTION OF MOVEMENT Cargo restraint requires the prevention of movement in five principal directions forward aft upward vertical left side and right side These movements are the result of forces exerted upon the cargo due to acceleration or deceleration of the airplane in takeoffs and landings as well as forces due to air turbulence in flight Correct restraint provides the proper relationship between airplane configuration with or without barrier weight of the cargo and the restraint required Restraint is required for flight landing taxi loads and for crash loads Cargo must be tied down for flight landing and taxi load and or crash load When a cargo barrier is not installed all cargo must be prevented from movement in the five principal directions and secured to provide crash load restraint The maximum rated loads specified for loadings without a barrier in the table in the Cargo Tie Down Attachments figure should be used for each tie down Consistent use of these loading criteria is important and it is the responsibility of the pilot to make sure the cargo is restrained properly When a cargo barrier is installed cargo aft of the barrier must also be secured to prevent movement in the five principal directions but only to the extent that shifting due to flight landing and taxi loads is provided The maximum rated loads specified for loadings with a barrier installe
214. Next Page 208BPHBUS 00 U S 6 9 SECTION 6 55 WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 WEIGHT AND BALANCE Continued NOTE Information on the Weight and Moment Tables for crew passenger and cargo is based on the pilot and front passenger sliding seats positioned for average occupants e g Fuselage Station 135 5 the aft passenger fixed seats if installed in the recommended position and the baggage or cargo uniformly loaded around the center e g Fuselage Station 172 1 in Zone 1 of the zone fore and aft boundaries e g Fuselage Stations 155 4 and 188 7 in Zone 1 shown on the Cabin Internal Loading Arrangements figure For loadings which may differ from these the Loading Arrangements figure and Sample Loading Problem lists Fuselage Stations for these items to indicate their forward and aft C G range limitations Additional moment calculations based on the actual weight and C G arm Fuselage Station of the item being loaded must be made if the position of the load is different from that shown on the Weight and Moment Tables For example if seats are in any position other than stated on the Cabin Internal Loading Arrangements figure the moment must be calculated by multiplying the occupant weight times the arm in inches A point nine inches forward of the intersection of the seat bottom and seat back with cushions compressed can be assumed to be the occupant C G For a reference in determining the
215. Next Page FAA APPROVED 4 36 US 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES STARTING ENGINE Continued After the engine reaches stabilized idle 52 N or above return the starter switch to the OFF position With a cold engine or after making a battery start high initial generator load into battery it may be necessary to advance the POWER Lever slightly ahead of the idle detent to maintain a minimum idle of 52 Ng To assure maintaining the minimum Ng and ITT within limits advance the POWER Lever to obtain approximately 55 Ng before turning the starter switch OFF the generator contactor closes when the starter switch is turned OFF CAUTION Under hot OAT and or high ground elevation conditions idle ITT can exceed maximum idle ITT limitation of 685 C Increase Ng and or reduce accessory load to maintain ITT within limits NOTE If the STARTER ENERGIZED CAS MSG fails to go out after the starter switch has been moved to the OFF position the start contactor can be closed and the generator will not function Perform an engine shutdown Engine starts can be made with airplane battery power or with an external power unit EPU However it is recommended that an EPU be used when the ambient air temperature is less than 18 C 0 F Refer to Cold Weather Operation in this section when ambient temperature is below 18 C 0 F CAUTION n the event the external power unit drops off the line
216. Ng Propeller RPM Reverse Thrust RPM SHP Takeoff Power Torque Windmill Maximum Rated Power is the maximum power rating not limited by time Use of this power should be limited to those abnormal circumstances which require maximum aircraft performance i e severe icing conditions or windshear downdrafts This power corresponds to that developed at the maximum torque limit ITT of 805 C or Ng limit whichever is less Ng signifies gas generator RPM Propeller RPM indicates propeller speed in RPM Reverse Thrust is the thrust produced when the propeller blades are rotated past flat pitch into the reverse range RPM is revolutions per minute SHP is shaft horsepower and is the power delivered at the propeller shaft SHP Propeller RPM x Torque foot pounds 5252 Takeoff Power is the maximum power rating and is limited to a maximum of 5 minutes under normal operation Use of this power should be limited to normal takeoff operations This power corresponds to that shown in the Maximum Engine Torque For Takeoff figure of Section 5 Torque is a measurement of rotational force exerted by the engine on the propeller Windmill is propeller rotation from airstream inputs Continued Next Page U S 208BPHBUS 00 55 SECTION 1 MODEL 208B 51000 GENERAL SYMBOLS ABBREVIATIONS AND TERMINOLOGY Continued AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demonstrated Demonstrated Crosswind Velocity
217. OAT VALVE AND PRESSURE RELIEF VALVE FUEL QUANTITY TRANSMITTER 2 Y SWITCHES 2 TO FUEL TO FUEL SELECTOR OFF FUEL QUANTITY INDICATORS SELECTOR OFF WARNING RELAY WARNING RELAY ASSEMBLY ASSEMBLY 268571108 Figure 7 10 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION FUEL QUANTITY DATA FUEL QUANTITY DATA FUEL LEVEL TOTAL UNITS OF QUANTITY EACH TOTAL TOTAL USABLE ALL MEASURE TANK FUEL UNUSABLE FLT CONDITIONS FULL OUTBOARD FILLERS POUNDS 1124 25 2248 5 24 1 2224 4 GALLONS U S 167 8 335 6 3 6 332 FUEL LEVEL TOTAL UNITS OF QUANTITY EACH TOTAL TOTAL USABLE ALL MEASURE TANK FUEL UNUSABLE FLT CONDITIONS NOTE Pounds are based on a fuel specific weight of 6 7 pounds per U S gallon WARNING To achieve full capacity fill fuel tank to the top of the fuel filler neck Filling fuel tanks to the bottom of the fuel filler collar level with the flapper valve allows space for thermal expansion and results in a decrease in fuel capacity of four gallons per side eight gallons total Figure 7 11 208BPHBUS 00 U S 7 65 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 FIREWALL FUEL SHUTOFF VALVE A manual firewall fuel shutoff valve located on the aft side of the firewall enables the pilot to shut off all fuel flow from the fuel reservoir to the engine The shutoff valve is controlled by a red push pull knob labeled FUEL SHUTOFF PULL
218. OD INSTALLED SHORT FIELD LANDING DISTANCE CONDITIONS Flaps FULL Zero Wind POWER Lever IDLE after clearing Maximum Braking obstacles BETA range lever PROP RPM Lever MAX against spring after touchdown Paved Level Dry Runway Refer to Sheet 1 for appropriate notes applicable to this chart 8500 Pounds Speed at 50 Feet 78 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 26 Sheet 2 FAA APPROVED 208BPHBUS 00 U S 5 61 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED SHORT FIELD LANDING DISTANCE CONDITIONS Flaps FULL Zero Wind POWER Lever IDLE after clearing Maximum Braking obstacles BETA range lever PROP RPM Lever MAX against spring after touchdown Paved Level Dry Runway Refer to Sheet 1 for appropriate notes applicable to this chart 8000 Pounds Speed at 50 Feet 75 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 26 Sheet 3 FAA APPROVED 5 62 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED SHORT FIELD LANDING DISTANCE CONDITIONS Flaps FULL Zero Wind POWER Lever IDLE after clearing Maximum Braking obstacles BETA range lever PROP RPM Lever MAX against sp
219. ODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED SHORT FIELD TAKEOFF DISTANCE CONDITIONS Flaps 20 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 61 KIAS 7300 Pounds Speed at 50 Feet 73 KIAS Pressure Altitude Feet Dist To Dist To Clear 50 Clear 50 Foot Foot Obst Obst Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 10 Sheet 5 FAA APPROVED 208BPHBUS 00 U S 5 23 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED FLAPS UP TAKEOFF DISTANCE NOTE The following general information is applicable to all FLAPS UP TAKEOFF DISTANCE Charts 1 Use Type Il Type Ill or Type IV anti ice fluid takeoff technique as specified in Section 4 2 Decrease distances by 10 for each 11 knots headwind For operation with tailwinds up to 10 knots increase distances by 10 for each 2 knots 3 For operation on a dry grass runway increase distances by 15 of the Ground Roll figure 4 With takeoff power set below the torque limit 1865 foot pounds increase distances both ground roll and total distance by 3 for INERTIAL SEPARATOR in BYPASS and increase ground roll by 5 and total distance by 10 for CABIN HEAT ON Figure 5 11 Sheet 1 of 3 FAA APPROV
220. ONDITIONS 8750 Pounds WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 20 000 FEET NOTE Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Temp Torque Ft Lbs 715 1097 2011148 1130 1235 30 1115 1321 40 1200 1095 141 50 ue Flow KTAS Torque ue Fow KTAS PPH PPH 259 268 264 284 260 302 276 255 321 159 1166 259 156 164 1219 268 161 162 1200 264 159 170 1311 284 167 160 1200 263 158 1180 259 157 175 1403 302 172 166 1200 261 157 157 1145 250 153 79 150 320 76 torque or 740 C ITT Torque Ft Lbs 1233 1289 1386 1285 1482 1300 1265 15 SECTION 5 PERFORMANCE ue Flow KTAS PPH 258 268 284 264 302 265 258 320 151 156 163 155 168 155 153 72 208BPHBUS 01 Figure 5 36 Sheet 11 U S 5 91 SECTION 5 PERFORMANCE CESSNA MODEL 208B G1000 WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 22 000 FEET CONDITIONS 8300 Pounds NOTE Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appro torque or 740 C ITT priate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM ue Torque Ft Lbs PPH Flow KTAS ue Torque Ft Lbs PPH Flow KTAS ue Flow KTAS PPH Torque Ft Lbs 2 10 1 251 162 49 1055 1275 50 11
221. ORMANCE WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 4000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart Torque 149 Torque 149 Torque 149 Flow KTAS Flow KTAS Flow KTAS 211 388 1555 35 156 1433 325 154 365 167 1564 365 166 1664 365 16 347 161 1395 340 341 395 175 1775 395 167 1600 368 342 158 1395 336 Temp A Figure 5 36 Sheet 3 208BPHBUS 01 U S 5 83 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 6000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM hemp Torque Torque e Torque vs Ft Lbs Flow KTAS Fi Lbs Flow KTAS Ft Lbs Flow KTAS PPH PPH PPH 1346 338 16 1436 338 163 1529 338 1 1305 332 16 1355 326 158 1440 325 1 1 6 5 1538 36 7 1638 36 171 1737 367 6 1400 344 6 1500 345 165 1600 346 6 5 1345 322 156 1425 320 15 1 25 396 1833 396 177 1940 396 17 1600 375 1700 374 172 1800 373 16 1400 342 1500 342 163 1600 342 16 1275 322 1 1340 318 155 1405 314 15 1970 420 181 30 2
222. OTH ON 13 VENTILATION FANS AIR CONDITIONING OFF 14 BLEED AIR HEAT 5 OFF down Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 17 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 BEFORE STARTING ENGINE Continued CAUTION Leaving the BLEED AIR HEAT Switch ON up can result in a hot start or abnormal acceleration to idle CABIN HEAT MIXING AIR Control FLT PUSH EMERGENCY POWER NORMAL POWER LOVER xd esr Dx RS E RENEW EU rhe IDLE PROP RPM full forward FUEL CONDITION CUTOFF FUEL SHUTOEE ON push in s BATTERY SWiteh erat etr ot ON WING FLAPS UP NO SMOKE SEAT BELT Switches if installed ON or as required desired TEST SWITCH PUSH UP for FIRE DETECT warning PUSH DOWN for FUEL SELECTOR warning STARTING ENGINE Battery Start 1 QUI doe Do 4 18 BATTERY SWIGCIT s enc oe eee een ees BCN 5 AVIONICS No 1 Switch ON EIS chew nears ie CHECK PARAMETERS verify no red X s BUS VOLTS CHECK 24 volts minimum EMERGENCY POWER Lever NORMAL full aft position verify EMERG PWR LVR CAS MSG OFF CAUTION Make sure that t
223. OW warning WARNING If there are signs of fuel starvation prepare for a forced landing as described in Emergency Landing Without Engine Power FUEL TANK SELECTOR OFF DURING ENGINE START Red FUEL SELECT OFF CAS MSG And Both Fuel Selector Warning Horns Activated 1 FUEL TANK SELECTORS BOTH ON FUEL LEVEL LOW AND SINGLE FUEL SELECTOR OFF Red FUEL SELECT OFF and Amber L R OR L R FUEL LOW CAS MSG s and or BOTH FUEL TANK SELECTORS OFF Red FUEL SELECT OFF CAS MSG AND ONE FUEL WARNING HORN ACTIVATED 1 FUEL TANK SELECTORS re ed BOTH ON 2 Fuel d MONITOR Maximum 200 pounds imbalance FAA APPROVED 13 28 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES START CONT AND OR FUEL SELECT WARN CIRCUIT BREAKER S TRIPPED Red FUEL SELECT OFF CAS MSG 1 Tripped Circuit 5 RESET NOTE With either the START CONT or FUEL SELECT WARN Circuit Breaker tripped the Red FUEL SELECT OFF CAS MSG will be displayed and the FUEL SELECT WARNING HORNS will be inoperative CAUTION Do not reset circuit breakers more than once and only after a 2 minute cool off period FAA APPROVED 208BPHBUS 01 U S 3 29 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 EXPANDED EMERGENCY ENGINE FAILURE If an engine failure occurs during the takeoff roll the most important thing to do is stop the airplane on the re
224. P Eo Pew wae e dee utes CHECK IF GEN AMPS IS ZERO a GEN CONT and GEN FIELD Circuit Breakers PUSH IN top row last 2 breakers on forward end b GENERATOR 5 RESET IF GENERATOR OUTPUT RESUMES e BUS VOLTS severe a MONITOR and monitor GEN AMPS If BUS VOLTS increases past 32 5 expect the generator to trip offline again If this occurs complete the Generator Failure checklists beginning with step 3d Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 23 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 GENERATOR FAILURE Amber GENERATOR OFF CAS MSG Continued IF GEN AMPS IS STILL ZERO 3 24 d GENERATOR e AVIONICS BUS TIE Switch ON f AVIONICS STBY PWR 5 ON NOTE AVIONICS No 1 and No 2 Switches must remain ON in order for the battery to power the avionics buses g Electrical Load REDUCE 1 CABIN 5 OFF 2 POWER OUTLETS Switch OFF 3 STROBE Switch OFF 4 LDG RECOG Switches OFF NOTE Keep LDG and TAXI RECOG OFF until required for approach and landing Prior to landing only turn LEFT LDG light ON to keep electrical load below limit 5 VENT AIR FANS jcc inen e weit OFF 6
225. PARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude Figure 5 37 Sheet 3 208BPHBUS 01 U S 5 95 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude Figure 5 37 Sheet 4 5 96 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude 30 70 Figure 5 37 Sheet 5 208BPHBUS 01 U S 5 97 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude Propeller Speed Propeller speed RPM Propeller Speed 25 20 1900 1750 1600 1900 1750 1600 1900 1750 1600 1088 Propeller Speed RPM Propeller Speed 1900 1750 1600 1900 1750 1600 1900 1750 1600 8 Pressure Altitude Pressure Altitude Pressure Altitude Temp 16 000 Feet 17 000 Feet 18
226. PHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude Figure 5 20 Sheet 2 208BPHBUS 01 U S 5 47 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude Figure 5 20 Sheet 3 5 48 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude Figure 5 20 Sheet 4 208BPHBUS 01 U S 5 49 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude 30 70 Figure 5 20 Sheet 5 5 50 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL R
227. PUSH WIN OWE ese satt ehe ses CLOSE ES RELEASE FUEL CONDITION Lever HIGH IDLE Continued Next Page FAA APPROVED U S 208BPHBUS 01 55 SECTION 4 MODEL 208 51000 NORMAL PROCEDURES BEFORE TAKEOFF Continued WARNING When ground icing conditions are present a pre takeoff visual tactile check should be conducted by the pilot in command within five minutes of takeoff preferably just prior to taxiing onto the active runway Takeoff is prohibited with any frost ice snow or slush adhering to the wings tail control surfaces propeller blades or engine air inlets Even small amounts of frost ice snow or slush on the wing can adversely change lift and drag Failure to remove these contaminants will degrade airplane performance to a point where a safe takeoff and climb may not be possible Make sure that the anti ice fluid if applied is still protecting the airplane TAKEOFF NORMAL TAKEOFF WING FLAPS Handie 20 2 SET FOR TAKEOFF observe Takeoff ITT and N limits Refer to Maximum Engine Torque for Takeoff chart in Section 5 9 Sd ss 25 T oa e yeah 70 75 5 5 wee am 85 95 5 6 WING FLAPS Handle RETRACT to 10 after reaching 85 KIAS RE
228. R CARGO VERSION id Inch Pound 1000 Arm 135 50 Inch EXAMPLE To obtain moments for a 170 pounds pilot add moments shown for 100 pounds 13 6 and 70 pounds 9 5 for a total moment of 23 1 inch pound 1000 Figure 6 15 Sheet 1 of 7 6 42 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND MOMENT TABLES 11 PLACE COMMUTER Crew and Passengers Single Bench Commuter Seating Pilot Front Passenger Weight Seats 1 and 2 Pounds Arm 135 5 Inch gt BIPM DL foco c 0 Orio O O NONO NN 4 6 8 0 33 ES A 9 2 4 28 6 7 8 9 0 0 0 gt moments shown for 100 pounds 17 4 80 pounds 13 9 5 pounds 0 9 for a total moment of 32 2 inch pound 1000 The airplane may be configured with left single commuter seats installed on the right side and right bench commuter seats installed on the left side Actual seat location should be noted when computing airplane weight and balance Figure 6 15 Sheet 2 208BPHBUS 00 U S 6 43 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 WEIGHT
229. R 1 ADF1 AVIONICS BUS 2 POWER NUMBER 2 AVIONICS SWITCH BREAKER DME TAS XM DATA AVIONICS BUS 2 STORM SC HF ROVR HF AMP A P SERVOS ELT INTFC RADIO ALT RADAR R T ji TO BATTERY SWITCH STANDBY POWER SWITCH TO AUDIO SERVOS TO A P CONT TO ELT NAV INTFC TO RADIO ALT TO RADAR R T SPARE SPARE SPARE TO COMMUNICATION RECEIVER 1 TO NAVIGATION RECEIVER 1 TO ENGINE INTERFACE TO AIR DATA COMPUTER 1 TO ATTITUDE HEADING REF SYSTEM 1 TO PRIMARY FLIGHT DISPLAY 1 TO TRANSPONDER 1 TO AUTO DIRECTON FINDER SPARE TO COMMUNICATION RECEIVER 2 TO NAVIGATION RECEIVER 2 TO MFD TO AIR DATA COMPUTER 2 TO ATTITUDE HEADING REF SYSTEM 2 TO PRIMARY FLIGHT DISPLAY 2 TO TRANSPONDER 2 SPARE SPARE TO DISTANCE MEASURING EQUIPMENT TO TRAFFIC ADVISORY SYSTEM TO XM DATA LINK INK TO STORM SCOPE OPE TO HIGH FREQUENCY RECEIVER TO HIGH FREQUENCY AMP SPARE SPARE SPARE 7 76 Figure 7 12 Sheet 2 of 3 U S 268571110 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION TYPICAL ELECTRICAL SYSTEM A70358 c STBY PWR rSTBY PWR L__ ALTERNATOR ON ON ALTERNATOR OUT p POWER IN REMOTE SENSE FELD b BUS 1 PWR lt c
230. RDED NORM 11 OXYGEN SUPPLY PRESSURE if installed CHECK 12 Oxygen Masks if installed CHECK AVAILABLE 13 FUEL TANK SELECTOR Valves BOTH ON feel against stop 14 VENTILATION FANS AIR CONDITIONING if installed OFF 15 BLEED AIR HEAT Switch OFF down 16 EMERGENCY POWER Lever NORMAL Tos ESIC OMS uua ed epos oap oro EE HO MR e gd SET 18 FUEL SHUTOFF ON push in 19 CABIN HEAT FIREWALL SHUTOFF Control CHECK IN 20 BATTERY SWICK oreste i ee a REP RAE ON verify deck skin fans audible and airflow from each fan 21 AVIONICS No 1 ON 22 PED oat eat CHECK verify PFD 1 ON 23 AVIONICS No 2 ON 24 PFD 2 MFD CHECK verify PFD2 and MFD ON 25 FUEL QIY 25 uds CHECK QUANTITY 26 ENGINE 5 0 SELECT SYSTEM 27 SYSTEM 5 RST FUEL if desired Reset Fuel Totalizer if desired Select ENGINE Softkey to return to main page 28 WING FLAPS FULL DOWN 29 PITOT STATIC and STALL HEAT Switches ON FOR 30 SECONDS THEN OFF 30 AVIONICS No 1 and 2 Switches OFF 31 BATTERY SWICK 3 3355 naci aaie ep Sarde OFF FAA APPROVED 208BP
231. RM 356 00 332 00 307 00 282 00 246 80 188 70 155 40 100 00 2685T1081 Figure 6 6 6 30 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST CARGO BARRIER AND BARRIER NETS AT2025 RIGHT SIDE NET WITH SIX QUICK RELEASE FASTENERS EN Ay CENTER NET CARGO BARRIER uy WITH FOUR N QUICK RELEASE FASTENERS LEFT SIDE NET WITH SIX PILOT AND FRONT QUICK RELEASE PASSENGER FASTENERS SEAT RAILS MAX LOAD BEHIND FORWARD ATTACH BARRIER PIN LOCATED AT 3400 LBS TOTAL STATION 153 00 ZONES FWD OF LAST ON SEAT RAILS LOADED ZONE MUST BE AT LEAST 75 FULL BY VOLUME _75 75 SEE POH AFM FOR EXCEPTIONS CHECK WEIGHT AND BALANCE CARGO BARRIER AFT SIDE 2685T1101 NOTE 1 Installation of the fire extinguisher on the cargo barrier is not shown 2 The cargo barrier and attached barrier nets must be installed to provide forward crash load restraint 3 The quick release fasteners which secure the center and side barrier nets allow momentary detachment of the nets for loading and unloading of items through the crew area Figure 6 7 208BPHBUS 00 U S 6 31 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 6 32 CARGO PARTITION NETS SIDE WALL AND CEILING ANCHOR PLATE TYPICAL QUICK RELEASE FASTENER CARGO PARTITION NETS TYPICAL PARTITION REINFORGEMENT ADJU
232. ROVED 208BPHBUS 00 U S 3 17 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 ENGINE FIRE DURING START ON GROUND Red ENGINE FIRE CAS MSG 1 FUEL CONDITION 2 FUEL BOOST 5 3 STARTER WARNING It is possible to have an engine fire without an accompanying Red ENGINE FIRE CAS MSG CAUTION Do not exceed the starting cycle limitations Refer to Section 2 limitations Should the fire persist as indicated by sustained interstage turbine temperature immediately close the fuel shutoff and continue motoring 4 STARTER Switch cs ace eet see Baisse eacus OFF 5 EUEL SHUTOEFIKFBOD hm tr aaa e X barren PULL OFF BATTERY i eR iud trap rir beth rh ER J OFF f Apane see e cnc Cb t e e EVACUATE JI ntesque rue Drew xcu t EXTINGUISH FAA APPROVED 3 18 U S 208BPHBUS 00 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES ICE AND RAIN PROTECTION THE FOLLOWING WEATHER CONDITIONS CAN BE CONDUCIVE TO SEVERE IN FLIGHT ICING As Required by AD 96 09 15 Paragraph a 2 1 Visible rain at temperatures below 0 32 F ambient air temperature 2 Droplets that splash or splatter on impact at temperatures below 0 32 F ambient air temperature PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT As Required
233. RPM INDICATIONS Gas generator RPM Ng is displayed below ITT using a round dial gage with a white pointer RPM is displayed as a percentage of maximum gas generator RPM The instrument is electrically operated from the gas generator tachometer generator mounted on the lower right portion of the accessory case The gage has tick marks at 0 12 50 and 105 with a redline at 101 6 208BPHBUS 00 U S 7 47 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 FUEL FLOW INDICATIONS Details of the fuel flow indicator are included under Fuel System in a later paragraph in this section OIL PRESSURE INDICATION Oil Pressure OIL PSI is displayed using a varied color tape and 3 digit display on the ENGINE page Oil pressure is indicated using a transducer that senses oil pressure from the accessory case and transmits the information to the G1000 Normal operation is indicated from 85 to 105 psi caution region is indicated by an amber bar from 40 psi to less than 85 psi Warning region is indicated by red lines and red flashing digits at less than 40 psi and greater that 105 psi OIL TEMPERATURE INDICATION Oil temperature OIL C is displayed using a varied color tape and digital display the display can be 3 digits on the ENGINE page The instrument is operated by an electrical resistance type temperature sensor Normal operation is indicated between 10 and 99 C AMBER caution regions are indicated from 40 to less than 10
234. RVICE AND MAINTENANCE MODEL 208 G1000 INTERIOR CARE The instrument panel control wheel and control knobs need only be wiped off with a damp cloth Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent Volatile solvents such as mentioned in paragraphs on care of the windshield must never be used since they soften and craze the plastic The plastic trim headliner door panels and floor covering in the crew area of both versions and the rear cabin headliner and sidewalls of the Passenger Version need only be wiped off with a damp cloth In Cargo Versions the sidewalls cargo doors and overhead in the cargo area are not easily soiled or stained Dust and loose dirt must be picked up with a vacuum cleaner Stubborn dirt can be wiped off with a cloth moistened in clean water Mild soap suds used sparingly will remove grease The soap must be removed with a clean damp cloth The protective plywood floor panels if installed and aft bulkhead covering in the cargo area must be vacuum cleaned to remove dust and dirt A cloth moistened with water will aid in removing heavy soil Do not use excessive amounts of water which would deteriorate the protective floor panels To remove dust and loose dirt from seating upholstery clean the seats regularly with a vacuum cleaner Blot up any spilled liquid on the seats promptly with cleansing tissue or rags Do not pat the spot press t
235. S AHRS 1 for Pilot PFD AHRS2 for copilot PFD Oe PED DISDIAVS dotes oO e eqs CONFIRM BOTH ON AHRS 1 or 2 message displays on both PFDs 4 Repeat procedure on opposite PFD 5 PFD Displays ees CONFIRM BOTH ON AHRS 1 or 2 message clears on both PFDs FAA APPROVED 13 66 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES MULTI FUNCTION DISPLAY FAN FAILED White MFD FAN FAIL CAS MSG 1 DECK SKIN FAN Circuit CHECK IN PRIMARY FLIGHT DISPLAY 1 FAN FAILED White PFD1 FAN FAIL CAS MSG 1 DECK SKIN FAN Circuit CHECK IN PRIMARY FLIGHT DISPLAY 2 FAN FAILED White PFD 2 FAN FAIL CAS MSG 1 DECK SKIN FAN Circuit CHECK IN DOORS UPPER HALF OF CARGO DOOR OR UPPER HALF OF PASSENGER AIRSTAIR DOOR OPEN Amber DOOR UNLATCHED CAS MSG 1 Airspeed MAINTAIN LESS THAN 100 KIAS WING FLAPS o bee ata FULL Wing downwash with flaps extended will move the doors near their normally closed position 3 If available or practical have a second crew member go aft to close and latch door 4 SEAT BELT NO SMOKE ON 5 If landing is required with door open a Approach NORMAL FAA APPROVED 208BPHBUS 01 U S 3 67 I SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 LOWER HAL
236. S 2 35 SECTION 2 LIMITATIONS PLACARDS Continued 14 Adjacent to fuel filter A39006 FUEL FILTER DRAIN DAILY 15 Adjacent to fuel drain can A39007 EPA CAN DRAIN PROPERLY DISPOSE 16 On the brake fluid reservoir A39008 BRAKE FLUID RESERVOIR REFILL WITH MIL H 5606 FLUID MIN Continued Next Page 2 36 U S CESSNA MODEL 208B G1000 FAA APPROVED 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS PLACARDS Continued 17 Adjacent to oil dipstick filler cap on inertial separator duct A39009 ENGINE OIL TOTAL CAPACITY 14 U S QUARTS DRAIN amp FILL 9 5 U S QUARTS TYPE SEE PILOT S OPERATING HANDBOOK FOR APPROVED OILS DO NOT MIX BRANDS SERVICED WITH 18 On side of inertial separator duct A39010 WARNING PRESSURIZED OIL TANK ENSURE OIL DIPSTICK IS SECURE 19 On firewall above battery tray A39011 CAUTION 24 VOLTS D C THIS AIRCRAFT IS EQUIPPED WITH GENERATOR AND A NEGATIVE GROUND SYSTEM OBSERVE PROPER POLARITY REVERSE POLARITY WILL DAMAGE ELECTRICAL COMPONENTS Continued Next Page FAA APPROVED 208BPHBUS 00 U S 2 37 SECTION 2 LIMITATIONS PLACARDS Continued 20 Near ground service plug receptacle CESSNA MODEL 208B G1000 EXTERNAL POWER 28 VOLTS D C NOMINAL 800 AMP STARTING CAPACITY MIN DO NOT EXCEED 1700 AMPS 21 On access panel on bottom of both wings just forward of aileron FL
237. STABLE BUCKLE PARTITION REINFORCEMENT 246 8 QUICK RELEASE FASTENER FLOOR QUICK RELEASE FASTENER A TRACK FLOOR MOUNTED N 2 ANCHOR PLATE FORWARD 2 OF RAISED CARGO eo FLOOR NOTE 1 Partition nets are available for installation at Fuselage Stations 188 7 246 8 282 0 307 0 and 332 0 2 If partitions are used they must be used in conjunction with the cargo barrier Partitions are not designed to withstand crash loads therefore they cannot be considered as a replacement for the barrier 3 Each partition will withstand the forward and aft operational loads applied during takeoff flight and landing by any two zones forward or aft of the partition Use of the partitions will allow loading of the zones without tying down the cargo if the load density is no more than 7 9 pounds per cubic foot and the zone is more than 75 full Cargo loading that does not meet these requirements must be secured to the cabin floor Figure 6 8 U S 208BPHBUS 00 CESSNA SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST MAXIMUM CARGO SIZES A39975 170 160 150 Larger items be loaded depending on shape of item 140 130 120 3 2 7 110 a F 100 T 90 80 E 70 a a Ean E 60 Maximum 48 inch hight rectangular container 50 which can be loaded_ TIT TT
238. T I TTT TTT TTT 40 ERARE SEES Bee 0 10 20 30 40 50 60 Width Inches NOTE 1 Approximately one inch clearance allowed from sidewall and ceiling 2 Subtract roller height and pallet thickness if applicable Figure 6 9 208BPHBUS 00 U S 6 33 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 CARGO TIE DOWN ATTACHMENTS Tie down block on seat track On front passenger seat tracks Single stud quick release Tie down on seat track A72104 Without Cargo With Camo Barrier Nets Barrier Nets MET am Installed On aft passenger seat tracks Single stud quick release Tie down on baggage floor Anchor plates Double stud quick release On aft passenger seat tracks 150 Tie down on seat track When utilizing the aft seat rails for tying down cargo minimum spacing for single stud quick release tie down rings is 12 inches On raised baggage floor Tie downs are required toward and aft of cargo load to prevent the load form shifting The type of tie downs available the sum of their individual rated loads and the height and length of the load whether configured with or without a cargo barrier nets and whether passengers are carried aft of the cargo barrier nets are the determining factors in selecting the number of tie downs needed FOR EXAMPLE A 600 pound load which has a height dimension that is equal to or less than its length dimens
239. T PITOT HEAT and RIGHT PITOT HEAT on the left sidewall switch and circuit breaker panel When the pitot static heat switch is turned on elements in the pitot static tubes are heated electrically to maintain proper operation in possible icing conditions 208BPHBUS 00 U S 7 91 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 AIRSPEED INDICATIORS The Garmin PFDs are the primary sources of airspeed information Standby airspeed information is depicted by a mechanical indicator calibrated in knots connected to the left pitot static system Limitation and range markings in KIAS match the markings on the PFD as listed in Section 2 Limitations The standby airspeed indicator is a true airspeed indicator and is equipped with a knob which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer To operate the indicator first rotate the knob until pressure altitude is aligned with outside air temperature in degrees Centigrade To obtain pressure altitude momentarily set the barometric scale on the altimeter to 29 92 and read pressure altitude on the altimeter Be sure to return the altimeter barometric scale to the original barometric setting after pressure altitude has been obtained Having set the knob to correct for altitude and temperature read the true airspeed shown in the window by the indicator pointer For best accuracy the indicated airspeed should be correcte
240. T handle sticks out Continued Next Page 1 26 0 5 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION PILOT S AND COPILOT S SEATS Continued The seat is not locked if the pin is retracted or only partially extends Raise or lower the seat by rotating a large crank under the front right corner of the seat Seat back angle is adjusted by rotating a small crank under the front left corner of the seat The seat bottom angle will change as the seat back angle changes providing proper support Seats are equipped with armrests which can be moved to the side and raised to a position beside the seat back for stowage AFT PASSENGERS SEATS COMMUTER Passenger Version The third sixth and eleventh seats of one Commuter configuration and all aft seats of the second Commuter configuration are individual fixed position seats with fixed seat backs Seats for the fourth and fifth seventh and eighth and ninth and tenth positions of the first Commuter configuration are two place fixed position bench type seats with fixed seat backs All seats are fastened with quick release fasteners in the fixed position to the seat tracks The seats are lightweight and quick removable to facilitate cargo hauling AFT PASSENGERS SEATS UTILITY Passenger Version Individual collapsible seats are available for the aft eight passenger positions The seats when not in use are folded into a compact space for stowage
241. TANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate data 2 Use SENSOR REVERSION to select the most accurate AHRS on the affected PFD HEADING MISCOMP 1 Refer to Magnetic Compass to determine which AHRS is providing the most accurate heading information 2 Use SENSOR REVERSION to select the most accurate AHRS on the affected PFD NOTE The magnetic compass is influenced by air conditioning It must be turned OFF prior to referencing magnetic compass heading then may be reselected ON FAA APPROVED 208BPHBUS 01 U S 3 57 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 DISPLAY UNIT FAILURE This is indicated by a complete loss of image on a display If only individual elements of the display are failed refer to appropriate procedures for the individual failures IF PFD 1 DISPLAY BACKUP PRESS if required Flight and EICAS information are displayed on the MFD NOTE The PFD CDI SYNC and BARO SYNC settings must be ON to allow the copilots PFD controls to affect settings on the MFD These settings are accessible using the PFD MENU button 2 Flight Dir ctor edes ue eda TRANSFER XFR button to operating PFD 3 FD Modes AUTOPILOT RESELECT and REENGAGE as required 4 Transponder SWITCH to operating transponder 5 NAV SWITCH to operating Com and Nav radios 6 PFD
242. TION A tail jack stand must be used when conducting maintenance inside the tail section and should be installed in most jacking operations Be sure the stand is suitably heavy enough to keep the tail stable under all conditions and is strong enough to support the airplane Placing a jack stand under the nose jack point if not used for jacking will provide additional stability Do not use cargo pod structure for jacking or as a blocking surface Raise the airplane no more than required for the maintenance being performed In some instances it may be necessary to use a sling or hoisting rings for the initial lift to be followed with jacking at the jack points Refer to the Maintenance Manual for procedures on jacking and hoisting and information concerning jacking equipment LEVELING Longitudinal leveling of the airplane for weighing will require that the main landing gear be supported by stands blocks etc on the main gear scales to a position at least 4 inches higher than the nose gear as it rests on an appropriate scale This initial elevated position will compensate for the difference in waterline station between the main and nose gear so that final leveling can be accomplished solely by deflating the nose gear tire NOTE Since the nose gear strut on this airplane contains an oil snubber for shock absorption rather than an air oil shock strut it cannot be deflated to aid in airplane leveling Continued Next Pag
243. TIONS n 220 340 100 118 166 332 356 282 Figure 6 4 Sheet 2 6 28 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST POD INTERNAL DIMENSIONS AND LOAD MARKINGS 72026 CARGO POD HEIGHT MEASUREMENTS center BEER xu FORWARD FORWARD DOOR DOOR DOOR STATIONS UE M 19 1 2 19 1 2 npe 100 00 154 75 209 35 257 35 332 00 1 Height dimensions are approximate and measured at Fuselage DOOR OPENING DIMENSIONS Stations shown from HEIGHT HEIGHT HEIGHT bottom of fuselage to WIDTH FRONT MID REAR inside floor FORWARD DOOR 27 1 2 14 1 2 NOTE 2 Width dimensions DOOR 30 1 2 15 1 4 approximate and AFT DOOR 27 1 2 141 2 measured at Fuselage AFT DOOR 30 1 2 13 1 2 81 2 Stations shown and on waterline 68 00 inside pod COMPARTMENT COMPARTMENT BULKHEADS BULKHEADS CARGO POD WIDTH MEASUREMENTS 50 49754 220 240 257 35 7 41 3 4 yo 140 160 180 200 STATIONS l 280 300 320 340 360 332 00 100 00 209 35 CARGO POD DOOR MARKINGS FWD COMPARTMENT CTR COMPARTMENT FWDCTR COMPARTMENT 154 75 AFT COMPARTMENT MAX FLOOR LOADING 30 LBS PER SQ FT NO SHARP EDGES MAX WEIGHT 230 LBS MAX WEIGHT 310 LBS MAX FLOOR LOADING 30
244. TOR fan CHECK LOAD verify GENERATOR OFF CAS MSG OFF and BAT AMPS charging 14 FUEL BOOST wa Xd pnt NORM verify FUEL BOOST ON CAS MSG OFF 15 AVIONICS No 2 5 ON NAV LIGHTS Mp ON 17 Cabin Heating Ventilating and Defrosting 5 AS DESIRED FAA APPROVED 208BPHBUS 00 U S 4 19 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 STARTING ENGINE External Power Start 24 28 Volt Minimum 800 Amp and Maximum 1700 Amp Capacity BATEERY Switch s oss xir arora eR ates ON 2 AVIONICS No 1 Switch EIS duro oman CHECK PARAMETERS verify no red X s 4 EXTERNAL POWER OFF 5 IBUS VOLIS ub ee CHECK 20 volts minimum 6 AVIONICS No 1 Switch OFF BATTERY E 25 Gost ces A OFF 8 External Power Unit ENGAGE then ON 9 EXTERNAL POWER Switch BUS CAUTION Make sure that the EMERGENCY POWER Lever is in the NORMAL position or an over temperature condition will result during engine start 10 BATTERY en e EYES ON I Oe AS DIO ON 12 AVIONICS No 1 ON 13 BUS iex ieu es CHECK 24
245. TRACT to UP after reaching 95 KIAS Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 25 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 SHORT FIELD TAKEOFF 1 WING FLAPS 20 2 SAKES ay vet ey or x t eee ee eee APPLY 3 POWER SET FOR TAKEOFF observe Takeoff ITT and Ng limits Refer to Maximum Engine Torque for Takeoff chart in Section 5 4 gt SOAS MSG Sreten epee udi sn D BrakeSe reee RELEASE Oe ES MA A 70 KIAS 7 Airspeed 83 KIAS until all obstacles are cleared Refer to Section 5 for speeds at reduced weights WING FLAPS Handle RETRACT to 10 after reaching 85 KIAS RETRACT to UP after reaching 95 KIAS TYPE 1 OR TYPE IV ANTI ICE FLUID TAKEOFF 1 WING FLAPS UP 2 POWER LOVER 23 tees rw RES SET FOR TAKEOFF observe Takeoff ITT and Ng limits Refer to Maximum Engine Torque for Takeoff chart in Section 5 i GCAS MSG S E E ee 83 KIAS 9 JAISDOGU nw Shae 104 KIAS ENROUTE CLIMB CRUISE CLIMB 1 Ice Protection if installed AS REQUIRED a PITOT STATIC HEAT ON when OAT is below 5 C 41 F b STA
246. UDE 18 000 FEET INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM 2 Torque Ft Lbs 1103 263 149 1173 263 146 1160 274 154 1268 1145 1361 1200 1135 14 Flo PPH 294 270 311 279 266 331 ue Ww Torque RS Ft Lbs 1232 1346 1210 1446 1300 1195 154 162 152 167 155 150 71 Flow PPH 274 294 267 311 283 263 331 NO torque or 740 C ITT KTAS 151 159 149 164 155 147 68 Torque Ft Lbs 1242 1305 1423 1315 1528 1400 1300 163 PPH 263 273 294 273 311 286 268 331 Flow KTAS 141 146 155 147 160 152 145 64 3 4 5 5 0 0 0 4 CONDITIONS 8750 Pounds CRUISE PRESSURE ALTITUDE 20 000 FEET NO Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appro torque or 740 C ITT priate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Temp ue Torque Torque Ft Lbs Big KTAS 1090 258 148 1142 1229 1170 1315 1200 1150 1402 1200 1130 1395 1200 1135 40 50 54 5 44 268 284 272 302 277 267 319 275 262 317 275 261 U S 1158 153 160 155 165 156 153 169 155 150 168 154 149 1305 1235 1397 1210 1487 1300 1190 1481 1300 1180 ue Flow PPH 258 284 270 301 263 319 279 257 317 279 255 5 144 1212 268 150 157 152 162 149
247. UEL BOOST Switch is in the NORM position anytime the fuel pressure drops below approximately 4 75 psi Anytime the level of fuel in the reservoir drops to approximately one half full the Red RSVR FUEL LOW CAS MSG will illuminate If this occurs the pilot should immediately verify that both FUEL TANK SELECTORS located in the overhead panel are ON and turn on the ignition and FUEL BOOST Switches WARNING There is only enough fuel in the reservoir for approximately 1 1 2 minutes of engine operation at maximum continuous power after illumination of the Red RESERVOIR FUEL LOW CAS MSG If the FUEL TANK SELECTORS have been left off turning them on will quickly fill the reservoir and extinguish the Red RSVR FUEL LOW CAS MSG Once the cause of the Red RSVR FUEL LOW condition has been determined and corrected CAS MSG extinguished the ignition and FUEL BOOST Switches can be returned to their NORM positions A fuel selector off warning system advises the pilot if both fuel tank selectors are in the OFF position before engine start if either fuel tank selector is OFF during engine start or if one FUEL TANK SELECTOR is OFF and the fuel level in the tank being used drops below approximately 25 gallons The warning system includes a Red CAS MSG labeled FUEL SELECT OFF and two warning horns If the FUEL SELECT WARN circuit breaker has popped or the START CONT circuit breaker has been pulled possibly for ground maintenance the Red FUEL SELECT O
248. UEL LEVEL LOW CAS message 208BPHBUS 01 U S 7 67 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 RESERVOIR FUEL LOW WARNING CAS MESSAGE A Red RSVR FUEL LOW CAS MSG is located on the PFD and will illuminate when the level of fuel in the reservoir drops to approximately one half full There is adequate fuel in the fuel reservoir for approximately 3 minutes of maximum continuous power or approximately 9 minutes at idle power FUEL PRESSURE LOW WARNING CAS MESSAGE An Amber FUEL PRESS LOW CAS 5 is located on the and will illuminate when fuel pressure in the reservoir fuel manifold assembly is below 4 75 psi FUEL BOOST PUMP ON CAS MESSAGE An Amber FUEL BOOST ON CAS MSG is located on the PFD and will illuminate when the auxiliary boost pump is operating such as when the auxiliary boost pump Switch is placed in the ON position or when the auxiliary boost pump Switch is in the NORM position and fuel pressure in the fuel manifold assembly drops below 4 75 psi DRAIN VALVES The fuel system is equipped with drain valves to provide a means for the examination of fuel in the system for contamination and grade Drain valves are located on the lower surface of each wing at the inboard end of the fuel tank in fuel tank external sumps on the left side of the cargo pod for the reservoir tank and on the underside of the fuel filter Outboard fuel tank drain valves and their use is recommended if the airplane is
249. UX VALVE USE NON MAGNETIC TOOLS AND SCREWS 22 On each side of nose strut fairing near tow limit marking rudder lock placard required when rudder lock installed HARDING CAUTION TOW AIRCRAFT LIMIT WITH RUDDER LOCK ENGAGED 23 Adjacent to left crew door inside door handle A39014 LOCK OVERRIDE TO UNLOCK PULL amp ROTATE 3 KNOB TO LOCK PULL amp ROTATE KNOB Continued Next Page FAA APPROVED 2 38 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS PLACARDS Continued 24 Adjacent to upper passenger door outside pushbutton and door handle Passenger version only A39015 DOOR OPERATION TO OPEN PUSH BUTTON amp ROTATE HANDLE TO CLOSE ROTATE HANDLE 25 Adjacent to upper passenger door inside door handle Passenger version only A39016 DOOR OPERATION TO OPEN PULL HANDLE C INBD amp ROTATE TO CLOSE ROTATE HANDLE amp STOW 26 At center of lower passenger door on inside and outside Passenger Version only A39017 WARNING OUTSIDE PROXIMITY OF LOWER DOOR MUST BE CLEAR BEFORE OPENING Continued Next Page FAA APPROVED 208BPHBUS 00 U S 2 39 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 PLACARDS Continued 27 Adjacent to upper cargo door outside pushbutton and door handle A39018 DOOR OPERATION TO OPEN PUSH BUTTON amp ROTATE HANDLE TO CLOSE ROTATE HANDLE
250. V fluids The responsibility for the application of this data remains with the user Continued Next Page 208BPHBUS 00 U S 8 29 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 HOLDOVER TIMETABLE TYPE TYPE Il TYPE AND TYPE IV FLUIDS Continued WARNING When ground icing conditions are present a pretakeoff contamination check must be conducted by the pilot in command within 5 minutes of takeoff preferably just prior to taxiing onto the active runway Critical areas of the airplane such as empennage wings windshield control surfaces and engine inlets must be checked to make sure they are free of ice slush and snow and that the anti ice fluid is still protecting the airplane TYPE I DEICE FLUID NOTE Freezing point of Type fluid mixture must be at least 10 C 18 F below Holdover time starts when last application has begun Type fluid should be sprayed on the airplane with engine off in a manner which minimizes heat loss to the air If possible fluid should be sprayed in a solid cone pattern of large coarse droplets at a temperature of 160 F to 180 F The fluid should be sprayed as close as possible to the airplane surfaces but not closer than 10 feet if a high pressure nozzle is used WARNING When ground icing conditions are present a pretakeoff contamination check should be conducted by the pilot in command within 5 minutes of takeoff preferably
251. a maximum climb and the distance during descent are included 2 With INERTIAL SEPARATOR in BYPASS decrease range by 2 or CABIN HEAT ON decrease range by 3 Figure 5 40 5 104 U S 208BPHBUS 01 55 SECTION 5 MODEL 208 61000 PERFORMANCE WITHOUT CARGO POD ENDURANCE PROFILE 45 MINUTES RESERVE 2224 POUNDS USABLE FUEL CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL A39952 25 000 20 000 15 000 10 000 Altitude Feet 5000 SL 4 0 5 0 6 0 7 0 8 0 Endurance Hours NOTE 1 This chart allows for the fuel used for engine start taxi takeoff climb and descent The time during a maximum climb and the time during descent are included 2 With INERTIAL SEPARATOR BYPASS decrease endurance by 2 or CABIN HEAT ON decrease endurance by 3 Figure 5 41 208BPHBUS 01 U S 5 105 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD TIME FUEL AND DISTANCE TO DESCEND CONDITIONS Flaps UP Zero Wind 8750 Pounds 1900 RPM 140 KIAS Above 16 000 Feet 160 KIAS Below 16 000 Feet Power Set for 800 Feet per Minute Rate of Descent Pressure Descent to Sea Level Altitude Time Fuel Dist Feet Minutes Pounds NM 24 000 30 91 20 000 25 75 16 000 20 59 12 000 15 43 8000 28 4000 14 Sea Level 0 Figure 5 42 5 106 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD SHORT FIELD LANDING DISTANCE NOT
252. a motoring wash but demineralized water only is recommended for a running wash Detailed information concerning the cleaning mixture components mixture formulation recommended quantity and application equipment can be found in Pratt amp Whitney Aircraft Gas Turbine Operation Information Letter No 7 COMPRESSOR TURBINE BLADE WASH Pratt amp Whitney Canada has developed a procedure for performing a compressor turbine blade motoring wash This technique will facilitate the removal of contaminants from the compressor turbine blade airfoil surfaces thereby minimizing sulphidation attack of these surfaces This serves as an aid for obtaining optimum blade service life With this method a water or water methanol solution is injected directly into the combustion chamber by way of a special spray tube which is installed in one of the igniter plug ports This method of engine wash does not replace the need for a normal engine compressor wash for performance recovery or desalination purposes Compressor turbine blade washing is accomplished using water of drinking quality potable only at ambient temperatures of 2 C 36 F and above Use a water methanol solution at ambient temperatures below 2 C 36 F Consult the Engine Maintenance Manual for solution strength according to ambient temperature and review Special Instruction P amp WC 4 84 for washing procedures and limitations 208BPHBUS 00 U S 8 45 SECTION 8 55 HANDLING SE
253. able to this chart 1900 RPM 1750 RPM 1600 RPM Torque e Torque de Torque Ft Lbs Flow KTAS Fi Lbs Flow KTAS Ft Lbs Temp ue Flow KTAS PPH PPH PPH 1176 298 150 1254 598 148 1335 298 145 1259 510 155 1342 310 154 1426 310 150 1320 507 152 1395 306 149 1420 334 163 1510 334 161 1600 334 156 1300 315 156 1400 317 156 1395 302 148 1275 310 155 1305 302 150 15 70 167 6 A Figure 5 19 Sheet 6 5 40 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 12 000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise INERTIAL SEPARATOR NORMAL torque or 740 C ITT Refer to sheet 1 for appropriate notes applicable to this chart 1900 RPM 1750 RPM 1600 RPM Torque i Torque Torque Ft Lbs Flow 5 Fi Lbs Flow KTAS Ft Lbs Temp ue Flow KTAS PPH PPH PPH 1132 284 148 1207 284 147 1283 284 143 1280 306 158 1362 306 156 1445 306 153 302 156 1310 298 153 1390 297 333 166 1520 333 164 1609 332 307 158 1400 310 157 1500 312 1250 299 155 1295 293 151 1380 293 1 7 1 6 1 Figure 5 19 Sheet 7 208BPHBUS 01 U S 5 41 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CRUISE PERFORMANCE CRUISE PRESSURE ALTITUDE 14 000 FEET CONDITIONS NOTE 8750 Pounds Do not exceed maximum cruise I
254. ack ring is provided with the propeller Motion of the feedback ring is proportional to propeller blade angle and is picked up by a carbon block running in the feedback ring The relationship between the axial position of the feedback ring and the propeller blade angle is used to maintain control of blade angle from idle to full reverse CAUTION The propeller reversing linkage can be damaged if the power lever is moved aft of the idle position when the propeller is feathered 208BPHBUS 00 U S 7 61 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 OVERSPEED GOVERNOR TEST SWITCH An overspeed governor test switch is located on the left side of the instrument panel The switch is the push to test type and is used to test the propeller overspeed governor during engine run up The switch when depressed actuates a solenoid on the propeller overspeed governor which restricts propeller RPM when the power lever is advanced To check for proper operation of the overspeed governor during engine run up depress the press to test switch and advance the power lever until propeller RPM stabilizes propeller RPM should not exceed 1750 60 RPM FUEL SYSTEM The airplane fuel system see Fuel System figure consists of two vented integral fuel tanks with shutoff valves a fuel selectors off warning system a fuel reservoir an ejector fuel pump an electric auxiliary boost pump a reservoir manifold assembly a firewall shuto
255. activity must be established and reference made to the Engine Preservation Schedule The preservation carried out must be recorded in the engine maintenance record and on tags secured to the engine The following preservation schedule lists procedures to be followed CAUTION Under no circumstances should preservative oil be sprayed into the compressor or exhaust ports of the engine Dirt particles deposited on blades and vanes during engine operation will adhere and alter the airfoil shape adversely affecting compressor efficiency a 0 to 7 Days The engine may be left in an inactive state with no preservation protection provided the engine is sheltered humidity is not excessively high and the engine is not subjected to extreme temperature changes that would produce condensation b 8 to 28 Days An engine inactive for up to 28 days requires no preservation provided all engine openings are sealed off and relative humidity in the engine is maintained at less than 40 Humidity control is maintained by placing desiccant bags and a humidity indicator on wooden racks in the engine exhaust duct Suitable windows must be provided in the exhaust closure to facilitate observation of the humidity indicators Continued Next Page 208BPHBUS 00 U S 8 47 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 PROLONGED OUT OF SERVICE CARE Continued 29 to 90 Days An engine inactive for a period exceeding 28
256. aft 16 Oil Scavenge Pump 17 Number 1 Bearing 18 Compressor Bleed Valve 19 Number 2 Bearing 20 Number 3 Bearing 21 Number 4 Bearing 22 Exhaust Outlet 23 Chip Detector 24 Roller Bearing 25 Thrust Bearing Figure 7 8 7 42 U S 208BPHBUS 00 55 SECTION 7 MODEL 208 51000 AIRPLANE AND SYSTEMS DESCRIPTION ENGINE CONTROLS The engine is operated by four separate controls consisting of a power lever EMERGENCY POWER Lever PROP RPM Lever and a FUEL CONDITION Lever The power and FUEL CONDITION Levers are engine controls while the PROP RPM Lever controls propeller speed and feathering POWER LEVER The power lever is connected through linkage to a cam assembly mounted in front of the fuel control unit at the rear of the engine The power lever controls engine power through the full range from maximum takeoff power back through idle to full reverse The lever also selects propeller pitch when in the BETA range The power lever has MAX IDLE and BETA and REVERSE range positions The range from MAX position through IDLE enables the pilot to select the desired power output from the engine The BETA range enables the pilot to control propeller blade pitch from idle thrust back through a zero or no thrust condition to maximum reverse thrust CAUTION The propeller reversing linkage can be damaged if the power lever is moved aft of the idle position when the propeller is feathered 208BPHBUS 00 U S 7 43 S
257. akeoff maximum climb from sea level descent to sea level and 45 minutes reserve Time required includes the time during a maximum climb and descent With INERTIAL SEPARATOR in BYPAS increase time by 496 and fuel by 2 or CABIN HEAT ON increase time by 3 and fuel by 296 Figure 5 21 Sheet 1 of 2 N 208BPHBUS 01 U S 5 53 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED FUEL AND TIME REQUIRED MAXIMUM CRUISE POWER 200 1000 Nautical Miles CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL A39933 5 5 o 2 2 6 lt 3 44 58 LAA 5 Oc 40 o Distance Nautical Miles NOTE 1 Fuel required includes the fuel used for engine start taxi takeoff maximum climb from sea level descent to sea level and 45 minutes reserve Time required includes the time during a maximum climb and descent 2 With INERTIAL SEPARATOR in BYPAS increase time by 5 and fuel by 2 or CABIN HEAT ON increase time by 5 and fuel by 4 Figure 5 21 Sheet 2 5 54 U S 208BPHBUS 01 CESSNA SECTION 5 MODEL 208B G1000 PERFORMANCE CARGO POD INSTALLED FUEL AND TIME REQUIRED MAXIMUM RANGE POWER 40 200 Nautical Miles CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL A39934 1200 1000 g o 800 2E 90509 600 400 200 REE 5 nace eB
258. all switch and circuit breaker panel STROBE LIGHTS A high intensity strobe light system is installed on the airplane The system includes two strobe lights with remote power supplies located one on each wing tip The lights are used to enhance anti collision protection for the airplane and are required anti collision lights for night operations The strobe lights are protected by a pull off type circuit breaker labeled STROBE LIGHT on the left sidewall switch and circuit breaker panel WARNING Strobe lights should be turned off when taxiing Ground operation of the high intensity anti collision lights can be considerable annoyance to ground personnel and other pilots Do not operate the anti collision lights in conditions of fog clouds or haze as the reflection of the light beam can cause disorientation or vertigo 7 80 U S 208BPHBUS 00 55 SECTION 7 MODEL 208 51000 AIRPLANE AND SYSTEMS DESCRIPTION FLASHING BEACON LIGHT A red flashing beacon light is installed on the top of the vertical fin as additional anti collision protection in flight and for recognition during ground operation The light is visible through 360 The flashing beacon light circuit is protected by a pull off type circuit breaker labeled BEACON LIGHT on the left sidewall switch and circuit breaker panel WARNING The flashing beacon should not be used when flying through clouds or overcast the flashing light reflected from water droplet
259. all and or excessive turbine temperatures The flow divider schedules the metered fuel from the fuel control unit between the primary and secondary fuel manifolds The fuel manifold and nozzle assemblies supply fuel to the combustion chamber through 10 primary and 4 secondary fuel nozzles with the secondary nozzles cutting in above a preset value All nozzles are operative at idle and above When the fuel cutoff valve in the fuel control unit closes during engine shutdown both primary and secondary manifolds are connected to a dump valve port and residual fuel in the manifolds is allowed to drain into the fuel can attached to the firewall where it can be drained daily COOLING SYSTEM No external cooling provisions are provided for the PT6A 114A engine in this installation however the engine incorporates an extensive internal air system which provides for bearing compartment sealing and for compressor and power turbine disk cooling For additional information on internal engine air systems refer to the engine maintenance manual for the airplane 208BPHBUS 00 U S 7 55 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 STARTING SYSTEM The starting system consists of a starter generator a starter switch and an Amber STARTER ON CAS MSG The starter generator functions as a motor for engine starting and will motor the gas generator section until a speed of 46 N is reached at which time the start cycle will aut
260. also identifies certain inspection and maintenance requirements which must be followed if your airplane is to retain that new plane performance and dependability It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered in your locality Keep in touch with your Cessna Service Station and take advantage of his knowledge and experience He knows your airplane and how to maintain it He will remind you when lubrications and oil changes are necessary and will advise you about other seasonal and periodic services WARNING The airplane should be regularly inspected and maintained in accordance with information found in the airplane Maintenance Manual and in company issued Service Bulletins and Service Newsletters All recommendations for product improvements called for by Service Bulletins should be accomplished and the airplane should receive repetitive and required inspections Cessna does not condone modifications whether Supplemental Type Certificate or otherwise unless these certificates are held and or approved by Cessna Other modifications may void warranties on the airplane since Cessna has no way of knowing the full effect on the overall airplane Operation of an airplane that has been modified may be a risk to the occupants and operating procedures and performance data set forth in the POH AFM may no longer be considered accurate for the modified airp
261. alve and cored passages in the pump body enables unfiltered high pressure fuel to flow to the fuel control unit in the event the outlet filter becomes blocked Continued Next Page 7 54 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION ENGINE FUEL SYSTEM Continued The fuel control unit consists of a fuel metering section a temperature compensating section and a gas generator Ng pneumatic governor The fuel control unit determines the proper fuel Schedule to provide the power required as established by the power lever input This is accomplished by controlling the speed of the compressor turbine The temperature compensating section alters the acceleration fuel schedule to compensate for fuel density differences at different fuel temperatures especially during engine start The power turbine governor located in the propeller governor housing provides power turbine overspeed protection in the event of propeller governor failure This is accomplished by limiting fuel to the gas generator During reverse thrust operation maximum power turbine speed is controlled by the power turbine governor The temperature compensator alters the acceleration fuel schedule of the fuel control unit to compensate for variations in compressor inlet air temperature Engine characteristics vary with changes in inlet air temperature and the acceleration fuel schedule must in turn be altered to prevent compressor st
262. anchors are available for securing cargo within the airplane The belts may also be used for tying down the airplane A standard configuration is offered and contains three 3000 pound rated belt assemblies with ratchet type adjusters and six single stud quick release tie down ring anchors A heavy duty configuration consists of three 5000 pound rated belts with ratchet type adjusters and six double stud quick release anchors Three 5000 pound rated belts with over center type locking devices are also available for heavy duty use The six single stud and double stud tie down ring anchors are also available separately The single stud anchors can be attached to any tie down point in the airplane which isn t placarded for attachment for partition nets only whereas the double stud anchors can be attached to the aft seat tracks only See the Cargo Tie Down Attachments figure for maximum load ratings and tie down ring anchor spacing restrictions Refer to Maximum Zone Compartment Loading for maximum zone weight limits Continued Next Page 208BPHBUS 00 U S 6 21 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 CARGO POD The airplane may be equipped with a 111 5 cubic foot capacity cargo pod attached to the bottom of the fuselage The pod is divided into four compartments identified as Zones A B C and D by bulkheads and has a maximum floor loading of 30 pounds per square foot and maximum load weight limit of 1090 po
263. and moves the metering valve in a closing direction thus reducing fuel flow to the flow divider PROPELLER OVERSPEED GOVERNOR This propeller overspeed governor is located at the 10 o clock position on the front case of the reduction gearbox The governor acts as a safeguard against propeller overspeed should the primary propeller governor fail The propeller overspeed governor regulates the flow of oil to the propeller pitch change mechanism by means of a flyweight and speeder spring arrangement similar to the primary propeller governor Because it has no mechanical controls the overspeed governor is equipped with a test solenoid that resets the governor below its normal overspeed setting for ground test The OVERSPEED GOVERNOR PUSH TO TEST Switch is located on the left side of the instrument panel For a discussion of this switch refer to the paragraph titled Propellers in this section ENGINE FIRE DETECTION SYSTEM A test switch labeled TEST SWITCH FIRE DETECT UP is located on the lower left corner of the instrument panel When this switch is placed in the UP position the Red ENGINE FIRE CAS MSG will illuminate on the CAS system and the warning horn will sound indicating that the fire warning circuitry is operational 208BPHBUS 00 U S 7 59 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 ENGINE GEAR REDUCTION SYSTEM The reduction gear and propeller shaft located in the front of the engine are housed in
264. arm the forward face of the raised aft cargo floor is Fuselage Station 332 0 Total the weights and moments 1000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope and if the loading is acceptable WARNING It is the responsibility of the pilot to ensure that the airplane is loaded properly Operation outside of prescribed weight and balance limitations could result in an accident and serious or fatal injury Continued Next Page 6 10 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND BALANCE PLOTTER A Weight and Balance Plotter is available to quickly determine the weight and balance of the airplane when loading cargo If the plotter shows a marginal condition developing or if there is a question concerning the results in any way then a more precise weight and balance should be determined using the weight and balance procedure in this section Instructions for use of the plotter are included on the plotter WEIGHT AND BALANCE RECORD LOAD MANIFEST A Weight and Balance Record Load Manifest is available for recording the cargo loading configuration of each flight and verifying that the airplane weight and takeoff center of gravity in terms of Mean Aerodynamic Chord MAC is acceptable A sample of this record is shown in this section The procedure for using this record is summarized below 1 Ent
265. armin autopilot mode controller located above the MFD is the pilot interface with the autopilot system 208BPHBUS 00 U S 7 13 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 PANEL LAYOUT To the left of the pilot PFD is a switch panel which has many of the switches necessary to operate the airplane systems At lower left are a circuit breaker panel for avionics systems the left fresh air outlet and pull knob test switches for prop overspeed fire detection and fuel selection warning systems microphone and headset jacks and an alternate static source valve Below the MFD are standby indicators for airspeed attitude altitude and torque Below these indicators are the parking brake light dimming controls inertial separator control and cabin heat controls Provisions are included for optional air conditioning controls and HF and ADF displays At lower right are the map compartment right fresh air outlet and pull knob and microphone and headset jacks At upper right are the hour meter and ELT remote switch Mounted above the glare shield is a magnetic compass For details concerning the instruments switches and controls on this panel refer in this section to the description of the systems to which these items are related CONTROL PEDESTAL A control pedestal extending from the center of the instrument panel to the floor contains the EMERGENCY POWER Lever power lever PROP RPM Lever FUEL CONDITION Lever
266. ated pitot static tube mounted on the leading edge of the corresponding wing a drain valve located on the sidewall beneath the instrument panel and the associated plumbing necessary to connect the instruments and sources In addition the left system includes a static pressure alternate source valve located on the lower left corner of the instrument panel The static pressure alternate source valve in the left system can be used if the static source is malfunctioning This valve supplies static pressure from inside the cabin instead of from the pitot static tube If erroneous instrument readings are suspected due to water or ice in the pressure line going to the static pressure source the alternate source valve should be pulled on Pressures within the cabin will vary with vents open or closed Refer to Section 5 Performance for the effect of varying cabin pressures on airspeed and altimeter readings The drain valves incorporated in each system located on the sidewall beneath the instrument panel are used to drain suspected moisture accumulation by lifting the drain valve lever to the OPEN position as indicated by the placard adjacent to the valve The valve must be returned to the CLOSED position prior to flight The pitot static heat system consists of a heating element in each pitot static tube a two position toggle switch labeled PITOT STATIC HEAT on the de ice anti ice switch panel and two pull off type circuit breaker labeled LEF
267. ates that the generator is not connected to the aircraft bus DOOR UNLATCHED AMBER Indicates the upper cargo door and or upper aft passenger door passenger version only are not latched 101 FUEL LEVEL LOW AMBER Indicates fuel quantity in the left 720 fuel tank is 25 gallons 170 lbs or less Continued Next Page U S 208BPHBUS 01 55 SECTION 7 MODEL 208 51000 AIRPLANE AND SYSTEMS DESCRIPTION CAS MESSAGES Continued 11 R FUEL LEVEL LOW AMBER Indicates fuel quantity in the right fuel tank is 25 gallons 170 Ibs or less 12 L R FUEL LEVEL LOW AMBER Indicates fuel quantity in both the left and right fuel tanks is 25 gallons 170 Ibs or less 13 FUEL BOOST ON AMBER Indicates the auxiliary fuel pump is operating 14 STBY PWR INOP AMBER Indicates electrical power is not available from the standby alternator 15 PROP DE ICE AMBER Indicates that one or more propeller blades are not heating there is a malfunction in the monitoring system or that the PROP ANTI ICE circuit breaker is pulled 16 FUEL PRESS LOW AMBER Indicates fuel pressure in the fuel manifold assembly is below 4 75 psi 17 STARTER ON AMBER Indicates the starter generator is operating in starter mode 18 CHIP DETECT AMBER Indicates that metal chips have been detected in either or both the accessory gearbox or reduction gearbox 19 L P S HEAT AMBER Indicates that either the left side pitot
268. ations procedures or performance data Refer to Section 9 of this POH AFM for amended operating limitations procedures performance data and other necessary information for supplemental systems The airspeeds listed in Airspeed Limitations chart and Airspeed Indicator Markings chart are based on Airspeed Calibration data shown in Section 5 with the normal static source If the alternate static source is being used ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5 Your Cessna is certificated under FAA Type Certificate No A37CE as Cessna Model No 208B FAA APPROVED 208BPHBUS 00 U S 2 3 SECTION 2 55 LIMITATIONS MODEL 208B G1000 AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in Airspeed Limitations chart Maximum UU Do not exceed this Speed speed in any operation Maneuvering Speed Do not make full or 8750 Pounds abrupt control 7500 Pounds 157 movements above this 6250 Pounds 125 5000 Pounds 1122 22980 Maximum Flap Extended Speed Do not exceed these UP 10 Flaps 175 speeds with the given 10 20 Flaps 150 settings 125 209 FULL Maximum Open Do not exceed this Window Speed 175 175 with window Figure 2 1 FAA APPROVED 2 4 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS AIRSPEED INDICATOR MARKINGS Airspeed i
269. available to close engine openings and restrain the propeller during inclement weather conditions and when the airplane is parked for extended periods of time such as overnight The covers preclude the entrance of dust moisture bugs etc into the engine and engine compartment Two covers are provided which plug into the two front inlets thereby closing off these openings The engine inlet covers may be installed after the engine has cooled down ITT indicator showing off scale temperature To prevent the propeller from windmilling during windy conditions the propeller anchor can be installed over a blade of the propeller and its anchor strap secured around the nose gear or to the bracket located on the lower right hand cowl 208BPHBUS 00 U S 7 99 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 CREW ENTRY STEP ASSEMBLY The airplane may be equipped with a crew entry step for each crew entry door The step assembly attaches to the floorboard just inside the entry door and extends toward ground level providing two steps for entering or exiting the airplane When not in use the step assembly folds and stows just inside the cabin inboard of each entry door CARGO BARRIER AND NETS A cargo barrier and three cargo barrier nets may be installed directly behind the pilot s and copilot s seats The barrier and nets preclude loose cargo from moving forward into the pilot s and copilot s stations during an abrupt decelera
270. be indicated The rate of power and temperature increase of the engine is greater than the response rate of the ITT indicating system therefore a rapid POWER Lever advance could allow an over temperature condition to exist momentarily in the engine before the over temperature would be indicated For maximum performance climb the best rate of climb airspeed should be used with 1900 RPM and maximum climb power This speed is 104 KIAS from sea level to 10 000 feet decreasing to 87 KIAS at 20 000 feet For improved visibility over the nose a cruise climb airspeed of 115 125 KIAS may be desirable at altitudes up to approximately 12 000 feet Adjust the POWER Lever in accord with the Maximum Engine Torque for Climb chart in Section 5 with the PROP PRM set at 1900 to prevent exceeding the maximum allowable shaft horsepower for the ambient conditions After Climb Torque is set PROP RPM can be reduced in accord the following table for improved passenger comfort Under no circumstances should the following limitations be exceeded 1 The MAX TORQUE for the corresponding PROP RPM 2 Amaximum climb ITT of 765 C maximum of 101 6 RPM MAX TORQUE 1900 1865 1800 1970 1700 1970 1600 1970 NOTE Engine operations which exceed 740 ITT can reduce engine life To achieve maximum flat rated horsepower use minimum of 1800 RPM If an obstruction dictates the use of a steep climb angle climb with Flaps UP and maximum cont
271. be installed in all of the five locations at Fuselage Stations 188 7 246 8 282 0 307 0 and 332 0 The cargo partitions are constructed of canvas with nylon webbing reinforcement straps crisscrossing the partition for added strength The ends of the straps have quick release fasteners which attach to the floor tracks and two floor mounted anchor plates located just forward of the raised cargo floor and other anchor plates on the sidewalls and ceiling Four straps have adjustable buckles for tightening the straps during installation of the partition Refer to the Cargo Partition Nets figure for additional details Zones divided by cargo partitions can be loaded without additional tie downs if a total loaded density for each partitioned zone does not exceed 7 9 pounds per cubic foot and the zone is more than 75 full Cargo loading that does not meet these requirements must be secured to the cabin floor Continued Next Page 6 20 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST CABIN CARGO AREA Continued CAUTION The maximum cargo partition load is the sum of any two zones No more than two adjacent zones can be divided by one partition The partitions are designed to prevent the cargo from shifting forward and aft in flight They should not be considered adequate to withstand crash loads and do not replace the need for a cargo barrier Various tie down belt assemblies and tie down ring
272. ble off airport landing site Continued Next Page FAA APPROVED 3 20 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES INADVERTENT ICING ENCOUNTER Continued With an ice accumulation of 1 4 inch or more on the wing leading edges be prepared for a significantly higher power requirement approach speed stall speed and longer landing roll If necessary set up a forward slip for visibility through the left portion of the windshield during the landing approach Use approach speed of 120 KIAS with flaps at 20 With ice suspected on the airframe or operating at 5 C 41 F or less in visible moisture do not extend flaps beyond 20 for landing 12 Landing Distance MULTIPLY POH AFM DISTANCE BY 2 2 FLAPS UP 2 1 FLAPS 10 13 Minimum Approach Airspeed AT OR ABOVE 120 KIAS Flaps UP 110 KIAS Flaps 10 WARNING With heavy ice accumulations on the horizontal stabilizer leading edge do not extend flaps while enroute or holding When landing is assured select the minimum flap setting required not to exceed 20 and maintain extra airspeed consistent with available field length Do not retract the flaps once they have been extended unless required for go around Then retract flaps in increments while maintaining 5 to 10 knots extra airspeed NOTE Land on the main wheels first avoiding a slow and high flare Missed approaches should be avoided wheneve
273. by AD 96 09 15 Paragraph a 2 These procedures are applicable to all flight phases from takeoff to landing Monitor the ambient air temperature While severe icing can form at temperatures as cold as 18 C 0 F increased vigilance is warranted at temperatures around freezing with visible moisture present If the visual cues specified in Section 2 Limitations for identifying severe icing conditions are observed accomplish the following 1 Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certificated Avoid abrupt and excessive maneuvering that can exacerbate control difficulties Do not engage the autopilot If the autopilot is engaged hold the control wheel firmly and disengage the autopilot If unusual roll response or uncommanded roll control movement is observed reduce the angle of attack If the flaps are extended do not retract them until the airframe is clear of ice Report these weather conditions to Air Traffic Control QU E SML pe FAA APPROVED 208BPHBUS 00 U S 3 19 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 INADVERTENT ICING ENCOUNTER 1 IGNITION Switch ON 2 INERTIAL BYPASS 3 PITOT STATIC HEAT Swit
274. ccur the following recovery technique can be used 1 2 3 4 RETARD POWER LEVER TO IDLE POSITION PLACE AILERONS IN NEUTRAL POSITION APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION IMMEDIATELY AFTER THE RUDDER REACHES THE STOP MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL Full down elevator will be required at aft center of gravity loadings to assure optimum recoveries HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS Premature relaxation of the control inputs can extend the recovery AS ROTATION STOPS NEUTRALIZE RUDDER AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE FAA APPROVED 208BPHBUS 01 U S 3 39 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 ENGINE MALFUNCTIONS LOSS OF OIL PRESSURE The complete loss of oil pressure as evidenced by the Red OIL PRESS LOW CAS MSG and confirmed by the oil pressure indication reading implies that the pilot will eventually lose control of the propeller as the propeller springs and counterweights drive the propeller blades into feather Also the engine will eventually seize Therefore if the pilot elects to continue to operate the engine after loss of oil pressure engine and propeller operation should be closely monitored for indication of the onset of propeller feathering or engine seizure and the engine failure checklist should be completed at that time Operation of the engine at a reduced power setting preferably at th
275. ce for descent may be corrected for the effect of wind and results in 40 nautical miles The cruise distance is then determined by subtracting the distance during climb and distance during descent Total distance 650 Nautical Miles Distance during climb and descent 70 Nautical Miles Cruise distance 580 Nautical Miles With an expected 10 knot headwind the ground speed for cruise is predicted to be 158 Knots 10 Knots 148 Knots Therefore the time required for the cruise portion of the trip is 580 Nautical Miles 3 9 Hours 148 Knots The fuel required for cruise is 3 9 hours X 306 pounds hour 1194 Pounds A 45 minute reserve requires 45 X 306 pounds hour 230 Pounds 60 Continued Next Page FAA APPROVED 208BPHBUS 00 U S 5 7 SECTION 5 55 MODEL 208B 51000 FUEL REQUIRED Continued The total estimated fuel required is as follows Engine start taxi and takeoff 35 Pounds Climb 94 Pounds Cruise 1194 Pounds Descent 72 Pounds Reserve 230 Pounds Total fuel required 1625 Pounds Once the flight is underway ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport The estimated landing weight is as follows Takeoff weight 8600 Pounds Fuel required for climb
276. ce or snow may reasonably be expected to adhere to the airplane between the tactile check and takeoff e g snow near freezing temperature with no deicing anti ice fluid application Refer to the preflight procedures in Section 4 of this POH AFM WEIGHT LIMITS Maximum Ramp Weight 8785 Pounds Maximum Takeoff Weight 8750 Pounds Maximum Landing Weight 8500 Pounds NOTE Refer to Section 6 of this POH AFM for recommended loading arrangements in the Standard 208B Passenger and Cargo Version FAA APPROVED 2 12 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS CENTER OF GRAVITY LIMITS Center of Gravity Range Forward 179 60 inches 3 06 MAC aft of datum at 5500 pounds or less with straight line variation to 193 37 inches 23 80 MAC aft of datum at 8000 pounds and straight line variation to 199 15 inches 32 50 MAC aft of datum at 8750 pounds Aft 204 35 inches 40 33 MAC aft of datum at all weights up to 8750 pounds Reference Datum 100 inches forward of front face of firewall Mean Aerodynamic Chord MAC The leading edge of the MAC is 177 57 inches aft of the datum The MAC length is 66 40 inches MANEUVER LIMITS This airplane is certificated in the normal category The normal category is applicable to aircraft intended for non aerobatic operations These include any maneuvers incidental to normal flying stalls except wh
277. cedure A reduction in ground roll of approximately 10 will result from the use of reverse thrust POWER Lever full aft to provide increased power from the gas generator and a reverse thrust propeller blade angle CAUTION To minimize propeller blade erosion or possible propeller blade damage reverse thrust should be used only when necessary to shorten the ground roll Bringing the propeller out of reverse before decelerating through approximately 25 knots will minimize propeller erosion CROSSWIND LANDING For crosswind approaches either the wing low crab or combination method can be used A flap setting between 10 and 30 is recommended Use a minimum flap setting for the field length After touchdown lower the nose wheel and maintain control Maintain a straight course using the steerable nose wheel ailerons and occasional braking if necessary BALKED LANDING In a balked landing go around climb the wing flap setting should be reduced to 20 after takeoff power is applied After all obstacles are cleared and a safe altitude and airspeed are obtained the WING FLAPS should be retracted FAA APPROVED 4 52 US 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES AFTER SHUTDOWN If dusty conditions exist or if the last flight of the day has been completed install engine inlet covers to protect the engine from debris The covers can be installed after the engine has cooled ITT indicator showing off
278. ch ON 4 STALL HEAT 5 ON 5 PROP HEAT Switch if installed AUTO IF ABOVE 20 000 FEET 6 AWSPGEO oco dore ev NE REU 160 KIAS MAX 7 Altitude 2 22 4252 DESCEND TO 20 000 FEET OR BELOW as soon as practical Turn back or change altitude to obtain an outside air temperature that is less conducive to icing 8 IGNITION Switch OFF after 5 minutes operation 9 BLEED AIR HEA 224 22 eens IP ON TO EMP GOnMOL a e Beet ae ADJUST Push FWD CABIN HEAT control full in and pull defrost control full out to obtain maximum windshield defroster effectiveness 11 PROP RPM Levers tutei iire 1900 RPM to minimize ice build up NOTE If BYPASS is used at any point during flight or aircraft operation due to suspected or actual icing conditions do not return it to NORMAL until the separator has been visually inspected and verified that the separator and its door are free of ice and water CAUTION If excessive vibration is noted momentarily reduce propeller RPM to 1600 with the PROP RPM Lever then rapidly move the control full forward Cycling the RPM flexes the propeller blades and high RPM increases centrifugal force causing ice to shed more readily If icing conditions are unavoidable plan a landing at the nearest airport With an extremely rapid ice build up select a suita
279. ch as heavy precipitation or nearly empty fuel tanks turn the IGNITION Switch ON 15 FUEL BOOST 5 NORM unless it cycles on and off then leave ON 16 FUEL CONDITION HIGH IDLE 17 PROP RPM SET 18 ROWER Lever em rece ea IC SET 19 STBY ALT PWR Switch ON 20 AVIONICS 2 ON 21 Electrical AS REQUIRED NO STARTER ASSIST Ts BATTERY 5 2 GENERATOR 5 ST BY ALT PWR 5 OFF b AVIONICS Bus 2 5 OFF Left LIGHTS Panel Switches 9 total OFF d POWER OUTLET OFF VENFAIRFANS 223226 tex OFF f AIR CONDITIONING if installed OFF g BLEED AIR HEAT OFF EMERGENCY POWER NORMAL A POWER LEVEN 2 amet rr EORR ONE Que te E ats IDLE PROP RPM Lever visere RENE PES xS MIN RPM Continued Next Page FAA APPROVED 208BPHBUS 00 U S 3 11 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 NO STARTER ASSIST Continued 6 FUEL CONDITION CUTOFF
280. ches NOTE The above performance figures are based on indicated weights standard atmospheric conditions level hard surfaced dry runways and no wind They are calculated values derived from flight tests conducted by Cessna Aircraft Company under carefully documented conditions and will vary with individual airplanes and numerous factors affecting flight performance Performance for other operational conditions can be derived by reference to operational data in other sections of this POH AFM Revision 1 U S iii INTRODUCTION CESSNA MODEL 208B G1000 PERFORMANCE SPECIFICATIONS PASSENGER VERSION SPEED 5 Maximum Cruise at 10 000 184 Knots Maximum Cruise at 20 000 174 Knots RANGE With 2224 pounds usable fuel and fuel allowance for engine start taxi takeoff climb descent and 45 minutes reserve Max Cruise at 10 000 Feet Range 907 NM Tc Time 5 1 Hours Max Cruise at 18 000 Feet Range 1109 NM d kd Rak E CS ENG Time 6 6 Hours Max Range at 10 000 Feet Range 1026 NM Lun ud d dift Time 6 6 Hours Max Range at 18 000 Feet Range 1163 NM TIPP ELTE Time 7 4 Hours RATE OF CLIMB AT SEA LEVEL 975 FPM SERVICE SEALING n ttem fte tese 23 700 Feet MAXIMUM OPERATING ALTITUDE
281. cing and anti icing with fluids may be performed as a one step or two step process The one step deicing procedure involves using Type deice fluid to remove ice and slush from the airplane prior to departure and to provide minimal anti icing protection as provided in the Type holdover timetable refer to FAA notice 8900 22 dated 10 12 07 or later Continued Next Page 208BPHBUS 00 U S 8 25 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 GROUND DEICE ANTI ICE OPERATIONS Continued The procedure involves applying Type ll Type Ill or type IV anti ice fluid to make sure the airplane remains clean after deicing Type Il Type lll or Type IV fluid is used to provide longer term anti icing protection Type Type Il Type and Type IV fluids have time limitation before refreezing begins at which time additional deicing is required This time limitation is referred to as holdover time Because holdover time depends highly on a number of factors charts can provide only approximate estimates It remains the responsibility of the pilot in command to determine the effectiveness of any deicing or anti icing procedure Refer to FAA notice 8900 22 dated 10 12 07 or later for Type 1 Type Il Type or Type IV fluids CAUTION Type 1 Type Type and Type IV fluids are not compatible and may not be mixed Additionally most manufacturers prohibit the mixing of brands within a type However the sa
282. circuit breaker on the left sidewall switch and circuit breaker panel 208BPHBUS 00 U S 7 95 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 AVIONICS SUPPORT EQUIPMENT Various avionics support equipment is installed in the airplane and includes a microphone speaker mic phone jacks avionics cooling fans 12VDC power outlets an auxiliary audio input jack and control surface static dischargers The following paragraphs discuss these items Description and operation of radio equipment is covered in Section 9 of this POH AFM AVIONICS COOLING FAN Two DC electric deck skin fans mounted on the underside of the cowl deck draw warm air from behind the instrument panel to maintain proper operating temperatures In addition three DC electric fans blow air directly onto the display heat sinks for prolonged equipment life The deck skin fans will operate when the BATTERY switch is ON and the AVIONICS No 1 power switch is on MICROPHONE HEADSET INSTALLATIONS Radio communications are accomplished by the use of a hand held microphone and the airplane speaker or by aviation style headsets The hand held microphone stows in a hanger on the front of the pedestal and plugs into a mic jack located on the right side of the pedestal It includes an integral push to talk button The airplane speakers are located above the pilots and copilot s positions in the cabin headliner The headsets plug into microphone and headset jacks
283. conditions prohibited This airplane is certified for the following flight operations as of date of original airworthiness certificate DAY NIGHT VFR IFR Continued Next Page FAA APPROVED 2 32 U S 208BPHBUS 00 CESSNA SECTION 2 MODEL 208B G1000 LIMITATIONS PLACARDS Continued 2 In full view of the pilot on the sunvisor or windshield trim on airplanes not equipped for flight into known icing and on airplanes equipped for flight into known icing not incorporating SK208 175 THIS AIRPLANE IS PROHIBITED FROM FLIGHT IN KNOWN OR FORECAST ICING 3 On pedestal DO NOT TAKEOFF WITH ICE FROST SNOW ON THE AIRCRAFT 4 On control lock CAUTION CONTROL LOCK REMOVE BEFORE STARTING ENGINE 5 On left sidewall below and forward of instrument panel and when right flight instrument panel is installed on right sidewall below and forward of instrument panel A39001 STATIC SOURCE DRAIN AL OPEN CLOSED MUST BE CLOSED FOR FLIGHT 6 On sunvisor or windshield trim strip A39002 ALTERNATE STATIC SOURCE CORRECTION CLIMBS amp APPROACHES NO CORRECTION REQUIRED CRUISE CORRECTIONS VARY WITH VENTS OPEN OR CLOSED REFER TO SECTION 5 OF PILOT S OPERATING HANDBOOK 7 Above Pilot PFD MAX WT MANEUVER SPEED 148 KIAS SEE POH FOR OTHER WEIGHTS Continued Next Page FAA APPROVED 208BPHBUS 01 U S 2 33 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 PLACARDS Continued 8 A calibration card mus
284. conds ON 60 minutes OFF Repeat the above cycle as required Continued Next Page FAA APPROVED 208BPHBUS 00 U S 2 7 SECTION 2 55 LIMITATIONS MODEL 208B G1000 POWER PLANT LIMITATIONS Continued ENGINE OPERATING LIMITS POWER TORQUE MAXIMUM GAS GEN PROPIOIL PSIG OIL SETTING Foot RPM N RPM 3 Pound 2 7 Takeoft 805 9 101 6 1900 8510 105 101099 101 6 1900 8510 105 01099 675 Climb Cruise 52 40 98504 Minimum 40 99 Maximum 865 805 101 6 1825 8510 105 01099 675 Reverse 5 10 10 805 Maximum Transient 2400 6 102 6 10 2090 po zs m 40 ama aes Maximum 1865 85 101 6 1900 85 to 105 10 to 99 Rated 8 NOTE 1 Per the Maximum Engine Torque for Takeoff figure in Section 5 2 For every 10 C 18 F below 30 C 22 F ambient temperature reduce maximum allowable N by 2 2 3 Normal oil pressure is 85 to 105 PSI at gas generator speeds above 72 with oil temperature between 60 and 70 140 and 158 F Oil pressures below 85 PSI are undesirable and should be tolerated only for the completion of the flight preferably at a reduced power setting Oil pressures below normal should be reported as an engine discrepancy and should be corrected before the next flight Oil pressures below 40 PSI are unsafe and require that either the engine be shut down or a landing be made as soon as possib
285. cted in the static source system open both static source drain valves and thoroughly drain all water from the system WARNING If the static source drain valves are opened assure both valves are completely closed before flight Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 33 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 PREFLIGHT INSPECTION Continued If any water is detected in the fuel system the inboard fuel tank sump and external sump quick drain valves fuel reservoir quick drain valve and fuel filter quick drain valve should all be thoroughly drained until there is no evidence of water or sediment contamination If the airplane is parked with one wing low on a sloping ramp draining of the outboard fuel tank sump quick drain valves if installed is also recommended Prolonged storage of the airplane will result in a water buildup in the fuel which leaches out the fuel additive An indication of this is when an excessive amount of water accumulates in the fuel tank sumps Refer to Section 8 for fuel additive servicing To prevent loss of fuel in flight make sure the fuel tank filler caps are tightly sealed after any fuel system check or servicing Fuel system vents should also be inspected for obstructions ice or water especially after exposure to cold wet weather The interior inspection will vary according to the planned flight and the optional equipment installed Prior to high altitude flights i
286. ctical During the landing avoid a nose high flare to prevent dragging an open rear cargo pod door on the runway FAA APPROVED 13 80 5 208BPHBUS 01 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES NORMAL PROCEDURES Table of Contents Page e ced de So eec Gh ate tpe brut 4 3 Speeds for Normal Operation 4 3 CHECKLIST PROCEDURES Preflight Inspection Warnings 4 5 Preflight Inspection 4 6 Preflight 4 6 t dE e e ex IPEA EN 4 6 Lett 5196 Mmmm 4 8 Left Wing Leading 4 8 Left Wing Trailing Edge 4 10 Measured Fuel Depth vs Fuel 4 11 watt asa ow ari ee E ed 4 12 Right Wing Trailing amp 4 13 Right Wing Leading Edge 4 13 NOSE xs siia etc Me CR o 4 15 Before Starting 4 17 Starting Engine Battery 4 18 Starting Engine External Power Start 4 20 a PERS NA RE SE QE 4 22 Before TaK6olt over xat oed NG deren Meee eS 4 22
287. d below 50 the FUEL CONDITION lever should be moved to the CUTOFF position before an airstart is attempted Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 31 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 ENGINE FAILURE Continued MAXIMUM GLIDE AS59794 20 000 l HEHEHEHEHE ZWITHOUT CARGO POD 18 000 PROPELLER FEATHERED H L FLAPS UP_ ZERO WIND im t a j HEIGHT ABOVE TERRAIN FEET WITHOUT CARGO POD 0 5 10 15 20 25 30 35 40 45 50 GROUND DISTANCE NAUTICAL MILES Figure 3 1 Propeller feathering is dependent on circumstances and is at the discretion of the pilot However if engine oil pressure drops below 15 psi the propeller should be feathered If an airstart is to be attempted follow the checklist procedures The Starter Assist procedure is preferred since it results in cooler engine starts Successful airstarts with starter assist can be achieved at all airspeeds normally flown and up to an altitude of 14 000 feet However above 14 000 feet or with the gas generator RPM below 10 starting temperatures tend to be higher and caution is required Continued Next Page FAA APPROVED 3 32 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES ENGINE FAI
288. d exit from the airplane is accomplished through a door on each side of the cabin at the pilot s and copilot s positions and on the Passenger Version only through a two piece airstair type door on the right side of the airplane aft of the wing refer to Section 6 for cabin and cabin entry door dimensions A cargo door on the left side of the airplane aft of the wing also can be used for cabin entry CREW ENTRY DOORS The left door for crew entry has a conventional exterior door handle a key operated door lock a conventional interior door handle a lock override knob and an openable window The right door for crew entry has a conventional exterior door handle a conventional interior door handle and a manually operated inside door lock To open either entry door from outside the airplane if unlocked rotate the handle down and forward to the OPEN position To close the door from inside the airplane use the conventional door handle and door pull The inside door handle is a three position handle with OPEN CLOSE and LATCHED positions Place the handle in the CLOSE position and pull the door shut then rotate the handle forward to the LATCHED position When the handle is rotated to the LATCHED position an over center action will hold it in that position CAUTION Failure to correctly close and latch the left and right crew entry doors may cause the doors to open in flight A lock override knob on the inside of the left door for crew en
289. d on LOWEST indicated altitude ADVISE of inability to verify correct altitude If unable to descend into visual conditions plan ILS approach with course intercept well outside the Final Approach Fix FAF Once glideslope is captured determine most accurate altitude source when crossing FAF Continued Next Page FAA APPROVED U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES ALTITUDE MISCOMPARE Amber ALT MISCOMP INDICATION PFD Continued 10 Reference ILS Decision Height to most accurate altimeter based on FAF crossing WARNING TAWS alerts are based on GPS altitude and position information and are independent of ADC data If a TAWS alert is received it should be considered valid and appropriate terrain avoidance action should be taken AIRSPEED MISCOMPARE Amber IAS MISCOMP INDICATION PFD 1 Pilot and Copilot Airspeed COMPARE with Standby Airspeed Indicator WARNING The Standby Airspeed Indicator uses the same Pitot Static sources as the pilot s side air data computer ADC1 Do not use Standby Airspeed Indicator as sole source in determining correct airspeed Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 55 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 AIRSPEED MISCOMPARE Amber IAS MISCOMP INDICATION PFD Continued IF STANDBY AIRSPEED AND COPILOT PFD AGREE PILOT PFD DIFFERS 2 SENSOR Softkey pilot
290. d on indicated weights standard atmospheric conditions level hard surfaced dry runways and no wind They are calculated values derived from flight tests conducted by Cessna Aircraft Company under carefully documented conditions and will vary with individual airplanes and numerous factors affecting flight performance Performance for other operational conditions can be derived by reference to operational data in other sections of this POH AFM Revision 1 U S v vi CESSNA INTRODUCTION MODEL 208B G1000 Cessna ATextron Company Information Manual GRAND CARAVAN D Member of GAMA Cessna Aircraft Company Model 208B G1000 This manual incorporates information issued in the Pilot s Operating Handbook and FAA approved Airplane Flight Manual at Revision 1 Dated 5 June 2008 Part Number 208BPHBUS 01 COPYRIGHT 2008 CESSNA AIRCRAFT COMPANY WICHITA KANSAS USA 208BIMBUS 01 US 55 INTRODUCTION MODEL 208B G1000 TABLE OF CONTENTS SECTION Se TT ee eee 1 LIMITATION S322 Hock e n 2 EMERGENCY PROCEDURES 3 NORMAL 5 4 PERFORMANCE 42 puit 5 WEIGHT AND BALANCE EQUIPMENT LIST 6 AIRPLANE AND SYSTEM DESCRIPTION 7 HANDLING SERVICE AND 8 SUPPEEMENTS eee sot ee ret t 9 Revision 1 U S ix INTRODUCTION CESSNA MODEL 2
291. d shown in the table in the Cargo Tie Down Attachments figure should be used for each tie down With a barrier installed all cargo must be loaded such that loading zones forward of the last loaded zone must be 75 full by volume Continued Next Page 6 24 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST PREVENTION OF MOVEMENT Continued WARNING In special loading arrangements which allow the carriage of passengers as well as cargo behind the barrier in the passenger version all cargo must be secured to prevent movement in the five principal directions and provide the same crash load restraint as though a barrier was not installed using the maximum rated loads specified for loading without a barrier In this arrangement cargo placement must allow for movement and exit of the passengers The pilot must be responsible to make sure proper load restraint in all loadings Refer to the Typical Cargo Restraint Methods figure for diagrams of typical cargo tie down methods for prevention of movement Also the cargo partition nets available for the airplane can be installed at Fuselage Stations 188 7 246 8 282 0 307 0 and 332 0 to divide the cabin cargo area into compartments If the partitions are used they must be used in conjunction with the cargo barrier Since partitions are not designed to withstand crash loads they cannot be considered as a replacement for the barrier Each partition
292. d to aid in interpolation USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illustrate the effect of different variables Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy FAA APPROVED 208BPHBUS 00 U S 5 3 55 MODEL 2088 51000 SECTION 5 SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight of an airplane equipped with a cargo pod A similar calculation can be made for an airplane without a cargo pod using charts identified appropriate for this configuration The following information is known AIRPLANE CONFIGURATION CARGO POD INSTALLED Takeoff weight Usable fuel TAKEOFF CONDITIONS Field pressure altitude Temperature Wind component along runway Field length CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute LANDING CONDITIONS Field pressure altitude Temperature Field length 5 4 U S 8600 Pounds 2224 Pounds 3500 Feet 16 C standard 8 C 12 Knot Headwind 4000 Feet 650 Nautical Miles 11 500 Feet 8 C 10 Knot Headwind 1500 Feet 25 3000 Feet FAA APPROVED 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE TAK
293. d to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5 Performance Knowing the calibrated airspeed read true airspeed in the window opposite the calibrated airspeed VERTICAL SPEED INDICATION The vertical speed indication on the PFDs depict airplane rate of climb or descent in feet per minute The pointers are actuated by atmospheric pressure changes resulting from changes of altitude as supplied by the static sources ALTIMETER STANDBY INSTRUMENT PANEL Airplane altitude is depicted by a barometric type altimeter A knob near the lower left portion of the indicator provides adjustment of the instrument s barometric scale to the current altimeter setting 7 92 U S 208BPHBUS 00 55 SECTION 7 MODEL 208 51000 AIRPLANE AND SYSTEMS DESCRIPTION VACUUM SYSTEM AND INSTRUMENTS A vacuum system see Typical Vacuum System figure provides the suction necessary to operate the standby attitude indicator Vacuum is obtained by passing regulated compressor outlet bleed air through a vacuum ejector Bleed air flowing through an orifice in the ejector creates the suction necessary to operate the indicator The vacuum system consists of the bleed air pressure regulator a vacuum ejector on the forward left side of the firewall a vacuum relief valve and vacuum system air filter on the aft side of the firewall and the standby attitude indicator ATTITUDE INDICATOR Standby Instrument Panel Standby attit
294. d to the aft cabin heater outlets located on the cabin sidewalls at floor level on the Passenger Version 208 and the outlets in the floor behind the pilot and copilot on the Cargomaster With the control in the FWD CABIN position pushed in heated air is directed to the forward cabin through four heater outlets located behind the instrument panel and or the two windshield defroster outlets The push pull control can be positioned at any intermediate setting desired for proper distribution of heated air to the forward and aft cabin areas DEFROST FORWARD CABIN PUSH PULL CONTROL A push pull control labeled DEFROST PULL FWD CABIN PUSH is located on the cabin heat switch and control panel With the control in the DEFROST position pulled out forward cabin air is directed to two defroster outlets located at the base of the windshield the aft forward cabin push pull control also must be pushed in for availability of forward cabin air for defrosting With the defrost forward cabin push pull control in the FWD CABIN position pushed in heated air will be directed to the four heater outlets behind the instrument panel CABIN HEAT FIREWALL SHUTOFF KNOB A push pull shutoff knob labeled CABIN HEAT FIREWALL SHUTOFF PULL OFF is located on the lower right side of the pedestal When pulled out the knob actuates two firewall shutoff valves one in the bleed air supply line to the cabin heating system and one in the cabin return air line to the
295. dance with applicable maintenance manuals it is recommended that owner operators contact the Cessna Service Station concerning these requirements and begin scheduling the airplane for service at the recommended intervals Cessna Progressive Care ensures that these requirements are accomplished at the required intervals to comply with the 100 hour or ANNUAL inspection as previously covered Depending on various flight operations your local Government Aviation Agency may require additional service inspections or tests For these regulatory requirements owners operators should check with local aviation officials where the airplane is being operated For quick and ready reference quantities materials and specifications for frequently used service items are as follows 8 14 U S 208BPHBUS 00 55 SECTION 8 MODEL 208 51000 HANDLING SERVICE AND MAINTENANCE OIL OIL GRADE SPECIFICATION Oil conforming to Pratt amp Whitney Engine Service Bulletin No 1001 and all revisions or supplements thereto must be used The oils listed below comply with the engine manufacturers specification PWA521 have a viscosity Type II rating These oils are fully approved for use in Pratt amp Whitney Canada commercially operated engines When adding oil service the engine with the type and brand that is currently being used in the engine Refer to the airplane and engine maintenance records for this information Should oils of different
296. days but less than 91 days need only have the fuel system preserved engine openings covered and desiccant bags and humidity indicators installed d 91 Days and Over An engine inactive over 90 days in the airframe or removed for long term storage in a container must in addition to the 29 to 90 day procedure have the engine oil drained and unused accessory drive pads sprayed 2 Place cover over the pitot tube and install the two engine inlet covers To prevent the propeller from windmilling install the propeller anchor over a blade of the propeller and secure the strap around the nose gear or to the bracket located on the lower right hand cowl Cover all other openings to prevent entry of foreign objects 3 Keep the fuel tanks full to minimize condensation in the tanks 4 f the airplane will be out of service for 5 days or more disconnect the battery If the battery is left in the airplane it must be removed and serviced regularly to prevent discharge If the battery is removed from the airplane check it regularly for state of charge 5 If the airplane is stored outside tie down the airplane in accordance with the procedure in this section Chock the nose and main wheels do not set the parking brake if a long period of inactivity is anticipated as brake seizing can result 6 Every two weeks move the airplane to prevent flat areas on the tires Mark the tires with tape to ensure the tires are placed approximately 90 fro
297. deral Specification TT N 95 Commercially available Removing deposits that cannot be removed with mild soap solution on acrylic windshields and windows Polishing wax Refer to Note 1 Turtle Wax paste Great Reflections Paste Wax Slip Stream Wax paste Turtle Wax Inc Chicago IL 60638 E I duPont de Nemours and Co Wilmington DE 19898 Classic Chemical Grand Prairie TX 75050 Waxing acrylic windshields and windows Acrylic polish conforming to Federal Specification P P 560 such as Permatex plastic cleaner Number 403D Mirror Glaze MGH 17 Permatex Company Inc Kansas City KS 66115 Mirror Bright Polish Co Pasadena CA Cleaning and polishing acrylic windshields and windows Soft cloth such as Cotton flannel or cotton terry cloth material Commercially available Applying and removing wax and polish Rain repellent conforming to Federal Specification MIL W 6882 such as REPCON Refer to Note 2 UNELKO Corp 7428 E Karen Dr Scottsdale AZ 85260 Rain shedding on acrylic windshields NOTE 1 These are the only polishing waxes tested and approved for use by Cessna Aircraft Company 2 This is the only rain repellent approved for use by Cessna Aircraft Company for use on Cessna Model 208B series airplanes 208BPHBUS 00 Figure 8 5 U S 8 41 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 51000 P
298. des faster engine acceleration when adding power from an idle condition on approach or for a balked landing go around FAA APPROVED 208BPHBUS 00 U S 4 43 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 TAKEOFF POWER SETTING Refer to the Maximum Engine Torque for Takeoff chart in Section 5 to determine the torque corresponding to the surface altitude and OAT conditions This torque should be obtainable without exceeding 805 C ITT or 101 6 Ng Takeoff roll is most smoothly initiated by gradually advancing the POWER Lever until propeller RPM nears 1900 Smoothly release the brakes and continue advancing the POWER Lever until the takeoff torque is reached NOTE As airspeed increases during takeoff an increase in torque at a fixed POWER Lever position is normal and need not be reduced provided the torque limit 1865 foot pounds is not exceeded WING FLAP SETTINGS A flap setting of 20 is recommended for all takeoffs unless a strong crosswind exists at which time 10 flaps may be preferred Use of 20 flaps provides for a lower liftoff speed as well as a reduction in ground roll and total distance over an obstacle compared to takeoff with flaps up Flap settings greater than 20 are not approved for takeoff SHORT FIELD TAKEOFF If an obstruction dictates the use of a steep climb angle after liftoff accelerate to and climb at an obstacle clearance speed of 83 KIAS with 20 flaps Takeoff performance data is sh
299. dual chromel alumel thermocouple probes connected in parallel Each probe protrudes through a threaded boss on the power turbine stator housing into an area adjacent to the leading edge of the power turbine vanes The probe is secured to the boss by means of a floating threaded fitting which is part of the thermocouple probe assembly Shielded leads connect each bus bar assembly to a terminal block which provides a connecting point for external leads to the ITT indicator in the airplane cabin 7 58 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION PROPELLER GOVERNOR The propeller governor is located the 12 o clock position on the front case of the reduction gearbox Under normal conditions the governor acts as a constant speed unit maintaining the propeller speed selected by the pilot by varying the propeller blade pitch to match the load to the engine torque The propeller governor also has a power turbine governor section built into the unit Its function is to protect the engine against a possible power turbine overspeed in the event of a propeller governor failure If such an overspeed should occur a governing orifice in the propeller governor is opened by flyweight action to bleed off compressor discharge pressure through the governor and computing section of the fuel control unit When this occurs compressor discharge pressure acting on the fuel control unit governor bellows decreases
300. during engine start a loss of electrical power to the starter will result which could cause a hot start Should a loss of external power occur immediately place the FUEL CONDITION Lever to CUTOFF monitor ITT and make sure the engine is shutting down Turn the external power switch off and place the starter switch to the MOTOR position to aid in reducing ITT if necessary Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 37 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 STARTING ENGINE Continued When an external power unit is used make sure the unit is negatively grounded and regulated to 28 volts DC with a capability of providing a minimum of 800 amperes during the starting cycle External power units with output exceeding 1700 amperes shall not be used Before engine starting with the airplane battery check the BUS VOLTS for a minimum of 24 volts Monitor ITT during each engine start to guard against a hot start The operator must be ready to immediately abort the start if ITT exceeds 1090 C or is rapidly approaching this limit Usually hot starts are not a problem if the normal starting procedures are followed CAUTION A minimum battery voltage of 24 volts is not always an indication that the battery is near full charge or in good condition Therefore if gas generator acceleration in the initial part of the start is less than normally observed return the FUEL CONDITION Lever to CUTOFF and discontinue th
301. e 208BPHBUS 00 U S 8 13 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 LEVELING Continued The airplane can also be leveled longitudinally by raising or lowering the airplane at the jack points Longitudinal leveling points are provided by backing out the two leveling screws located on the left side of the fuselage just forward of the cargo doors Place a spirit level on the screws then deflate the nose gear tire if placed on scales or adjust the jacks to center the bubble in the level The pilot s seat rails can also be used for longitudinal leveling by moving the seat to the most forward position and placing the level on the rail just aft of the seat To level the airplane laterally center a spirit level across the seat rails aft of the pilot and right front passenger seats and raise or lower one side of the airplane Refer to the 208 Series Maintenance Manual for additional information SERVICING In addition to the PREFLIGHT INSPECTION covered in Section 4 COMPLETE servicing inspection and test requirements for your airplane are detailed in the 208 Series Maintenance Manual The Maintenance Manual outlines all items that require attention at 100 200 and 400 hour intervals plus those items that require servicing inspection and or testing at special intervals Since Cessna Service Stations have the training and equipment necessary to conduct all service inspection and test procedures in accor
302. e Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used without overstressing the airframe Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position Maximum Operating Speed is the speed that may not be deliberately exceeded at any time Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable in the landing configuration at the most forward center of gravity Best Angle of Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance Best Rate of Climb Speed is the speed which results in the greatest gain in altitude in a given time Continued Next Page U S 208BPHBUS 00 55 SECTION 1 MODEL 208B 51000 GENERAL SYMBOLS ABBREVIATIONS AND TERMINOLOGY Continued OAT Outside Air Temperature is the free air static temperature It may be expressed in either degrees Celsius C or degrees Fahrenheit F Pressure Pressure Altitude is the altitude read from an altimeter Altitude when the altimeter s barometric scale has been set to 29 92 inches of mercury inHg 1013 2 mb ISA International Standard Atmosphere is an atmosphere in which 1 The air is a perfect dry gas 2 The temperature at sea level is 15
303. e minimum power required for the desired flight regime will generally prolong the time to loss of engine propeller thrust Operation of the engine with the oil pressure in the yellow band is not considered critical but is a cause for concern and should be tolerated only for the completion of the flight Continued monitoring of the oil pressure gauge will provide an early indication of dropping oil pressure due to insufficient oil supply or a malfunctioning oil pump and will give the pilot additional time to divert to a suitable emergency landing area with the engine operating FAA APPROVED 3 40 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES FUEL CONTROL UNIT MALFUNCTION THE PNEUMATIC OR GOVERNOR SECTIONS A malfunction in the pneumatic or governor sections of the fuel control unit cause engine power to decrease to minimum flow idle Symptoms of this type failure would be an ITT indication in the typical idle range of 500 C to 600 C N of 48 or above increases with altitude and no engine response to POWER lever movement If this type of malfunction has occurred the EMERGENCY POWER lever fuel control manual override can be used to restore engine power To use the manual override system place the POWER lever at its IDLE position and move the EMERGENCY POWER lever forward of its IDLE gate and advance as required CAUTION When using the fuel control manual override system engine resp
304. e EMERGENCY POWER Lever during normal operation of the power lever may result in engine surges or exceeding the ITT and torque limits PROPELLER CONTROL LEVER The PROP RPM Lever is connected through linkage to the propeller governor mounted on top of the front section of the engine and controls propeller governor settings from the maximum RPM position to full feather The PROP RPM Lever has MAX MIN and FEATHER positions The MAX position is used when high RPM is desired and governs the propeller speed at 1900 RPM PROP RPM Lever settings from the MAX position to MIN permit the pilot to select the desired engine RPM for cruise The FEATHER position is used during normal engine shutdown to stop rotation of the power turbine and front section of the engine Since lubrication is not available after the gas generator section of the engine has shut down rotation of the forward section of the engine is not desirable Also feathering the propeller when the engine is shut down minimizes propeller windmilling during windy conditions A mechanical stop in the lever slot requires that the PROP RPM Lever be moved to the left to clear the stop before it can be moved into or out of the FEATHER position FUEL CONDITION LEVER The FUEL CONDITION Lever is connected through linkage to a combined lever and stop mechanism on the fuel control unit The lever and stop also function as an idle stop for the fuel control unit rod The FUEL CONDITION Lever co
305. e and shall not be used for more than 150 hours in one overhaul period a mixture of one part aviation gasoline and three parts of Jet A Jet A 1 JP 1 or JP 5 may be used for emergency purposes for a maximum of 450 hours per overhaul period Continued Next Page FAA APPROVED 2 24 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS FUEL LIMITATIONS Continued Fuel Grade Specification and Fuel Additives MINIMUM FUEL SPECIFIC SEE TEMPERATURE WEIGHT GRADE SPECIFICATION FOR TAKEOFF POUNDS PER US GALLON 2 3 AT 15 ASTM D1655 Jet A 1 ASTM D1655 ASTM D1655 MIL T 5624 MIL L 5616 MIL T 5624 40 68 Colorless MIL T 83133 MIL G 5572 NOTE 1 Fuel used must contain anti icing fuel additive in compliance with MIL 1I 27686 MIL 1 85470 DIEGME 2 Minimum starting temperature is that given or the minimum allowable oil temperature 40 C whichever is warmer Starts may be attempted with fuel at lower temperatures providing other specified engine limitations are not exceeded 3 It is assumed that the fuel temperature is the same as the outside air temperature 4 When using aviation gasoline the maximum fuel and the outside air temperature for takeoff is 29 C 85 F and the maximum operating altitude is 9000 feet The boost pump must be ON for all flight operations Colorless 80 87 Red 100LL Blue Figure 2 7 Refer to
306. e description of the systems to which these items are related 208BPHBUS 00 U S 7 17 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 OVERHEAD PANEL A70354 2 STANDBY FLAP 3 FLOOD LIGHT MOTOR SWITCHES PEDEDSTAL 4 FLOOD LIGHT PILOT 1 FLOOD LIGHT CO PILOT 10 OXYGEN CONTROL LEVER 11 VENTILATION OUTLET 12 VENT AIR CONTROL AND BLOWER SWITCH LEFT 6 VENTILATION OUTLET 5 VENT AIR CONTROL AND BLOWER SWITCH RIGHT 9 FUEL SELECTOR VALVE LEFT 7 OXYGEN CYLINDER PRESSURE GAGE 8 FUEL SELECTOR VALVE RIGHT 261471411 Figure 7 3 7 18 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION TYPICAL LEFT SIDEWALL SWITCH AND CIRCUIT BREAKER PANEL 470353 AVIONICS POWER SWITCH BREAKERS 2 AVIONICS BUS TIE SWITCH BREAKER AVIONICS STANDBY POWER SWITCH BREAKER STARTER SWITCH IGNITION SWITCH STANDBY POWER SWITCH STANDBY POWER INDICATOR LIGHT FUEL BOOST SWITCH GENERATOR SWITCH 10 EXTERNAL POWER SWITCH 11 BATTERY SWITCH 12 GENERAL CIRCUIT BREAKER BUS 1 13 GENERAL CIRCUIT BREAKER BUS 2 r r r 12 r al
307. e is in the green band 10 C to 99 C prior to takeoff If snow or slush covers the takeoff surface allowance must be made for takeoff distances which will be increasingly extended as the snow or slush depth increases The depth and consistency of this cover can in fact prevent takeoff in many instances HIGH ALTITUDE OPERATION At altitudes above 20 000 feet a compressor surge can be experienced if engine power is rapidly re applied immediately after a power reduction This characteristic is not detrimental to the engine and can be eliminated completely by turning BLEED AIR HEAT ON and adjusting the TEMP HOT knob to at least the one half setting FAA APPROVED 208BPHBUS 00 U S 4 53 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 ENGINE COMPRESSOR STALLS An engine compressor stall can be noted by a single or multiple loud popping noise from the engine compartment This situation can be resolved by reducing the engine power to a point where the popping discontinues and slowly advancing the throttle to the necessary setting for continued flight The use of BLEED AIR HEAT can also help eliminate engine compressor stalls if this situation is encountered NOISE CHARACTERISTICS Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public We as pilots can demonstrate our concern for environmental improvement by app
308. e output connectors or coupling nuts or ignition excitor with bare hands 5 Batten eine oe verify condition and power cables security 5 Exhaust System RR oad e CHECK verify condition security cracks distortion and damage 7 CLOSE and LATCH right side 8 Propeller Anchor nuno mos REMOVE 9 amp scutes E Rt PER SER E VES REMOVE TOS Air ADIGIS s Is CHECK Check starter generator blast tube opening and oil cooler inlet right and engine induction air inlet left for condition restrictions and debris Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 15 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 NOSE Continued 11 12 13 14 15 16 17 18 19 20 4 16 RUTRUM Inspect blades for nicks gouges looseness of material erosion and cracks Also inspect blades for lightning strike darkened area near tips boots for security condition and evidence of grease and oil leaks Propeller CHECK verify condition and security Nose Wheel Strut and Tire CHECK Check condition red over travel indicator block and cable intact not fallen into view and proper inflation of tire GOWIN sieer enn d oct dca ae I ick Oe OPEN left side of up
309. e start Recharge the battery or use an external power unit before attempting another start If the starter accelerates the gas generator rapidly above 20 suspect gear train decouple Do not continue start Rapid acceleration through 35 Ng suggests a start on the secondary nozzles Anticipate a hot start After an aborted start for whatever reason it is essential before the next start attempt to allow adequate time to drain off unburned fuel Failure to drain all residual fuel from the engine could lead to a hot start a hot streak leading to hot section damage or the torching of burning fuel from engine exhaust on the next successful ignition A dry motoring within starter limitations after confirming that all fuel drainage has stopped will ensure that no fuel is trapped before the next start FAA APPROVED 4 38 U S 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES ENGINE CLEARING PROCEDURES DRY MOTORING RUN The following procedure is used to clear an engine at any time when it is deemed necessary to remove internally trapped fuel and vapor or if there is evidence of a fire within the engine Air passing through the engine serves to purge fuel vapor or fire from the combustion section gas generator turbine power turbine and exhaust system 1 FUEL CONDITION CUTOFF 2 IGNITION Switch NORM 2 BATTERY SWIICI
310. eaker panel is labeled FUEL BOOST and has OFF NORM and ON positions When the switch is in the OFF position the auxiliary boost pump is inoperative When the switch is in the NORM position the auxiliary boost pump is armed and will operate when fuel pressure in the fuel manifold assembly drops below 4 75 psi This switch position is used for all normal engine operation where main fuel flow is provided by the ejector boost pump and the auxiliary boost pump is used as a standby When the auxiliary boost pump switch is placed in the ON position the auxiliary boost pump will operate continuously This position is used for engine start and any other time that the auxiliary boost pump cycles on and off with the switch in the NORM position and for all operations utilizing aviation gasoline 7 66 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION FUEL FLOW INDICATION A fuel flow indicator located beneath the quantity indicators on both the ENGINE and SYSTEM pages indicates the fuel consumption of the engine in pounds per hour based on Jet A fuel The indicator measures the flow of fuel downstream of the fuel control unit just before being routed into the flow divider The fuel flow indicator receives power from a pull off type circuit breaker labeled F FLOW NP amp NG on the left sidewall switch and circuit breaker panel FUEL QUANTITY INDICATIONS Fuel quantity is measured by four fuel quantity tran
311. ears After discharging extinguisher within a closed cabin ventilate the cabin LEE eae ered ey TERMINATE as soon as possible FAA APPROVED 3 16 U S 208BPHBUS 00 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES WING FIRE 1 PITOT STATIC HEAT OFF 2 STALL HEAT Switch OFF 3 STROBE SWIC sis er a ao wee ba OFF 4 NAV Switch OFF 5 LDG TAXI RECOG OFF 6 FUEL QUANTITY Circuit Breakers OFF second row third breaker from front and third row third breaker from front 7 RADAR Circuit Breaker if installed PULL AVN BUS 1 second row sixth breaker from left side 8 VENTAIR FANS ogee tes OFF 9 AIR CONDITIONING if installed OFF WARNING Perform a sideslip as required to keep flames away from the fuel tank and cabin Land as soon as possible CABIN FIRE DURING GROUND OPERATIONS 1 POWER Leyen 22 42 IDLE 2 e att E dy AS REQUIRED 3 PROP RPM xa Reece eee FEATHER 4 FUEL CONDITION CUTOFF 5 DA VER YO WGI ueste ed rU Eee E EE Ne ms OFF Do All Dla Grd eoe dede EVACUATE EXTINGUISH FAA APP
312. eat position The Passenger Version has aft passenger seating with two configurations of Commuter Seating The first Commuter Seating configuration has three individual fixed position passenger seats in the left side of the cabin and three two place fixed position bench seats located in the right side of the cabin in a side by side arrangement The second Commuter Seating configuration includes four individual fixed position passenger seats on the left side of the cabin and four individual fixed position passenger seats on the right side of the cabin in a side by side arrangement WARNING None of the airplane seats are approved for installation facing aft 6 16 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST BAGGAGE CARGO LOADING CABIN CARGO AREA Cargo may be carried in the cabin of either the Cargo Version or the Passenger Version The cabin interior of the Cargo Version is specifically equipped for the carriage of cargo However after seat removal and the installation of miscellaneous equipment the Passenger Version will also fulfill the requirements of cargo missions The following paragraphs generally describe the cargo area of both versions To facilitate the carrying of large or bulky items all aft seats Passenger Version Only and the front passenger seat may be removed from the airplane If a cargo barrier and its three barrier nets are available for installation
313. ecluded from further circulation Pressure oil is then routed through passageways to the engine bearings reduction gears accessory drives torquemeter and propeller governor Also pressure oil is routed to the oil to fuel heater where it then returns to the oil tank After cooling and lubricating the engine moving parts oil is scavenged as follows 1 Oil from the number 1 bearing compartment is returned by gravity into the accessory gearbox 2 Oil from the number 2 bearing is scavenged by the front element of the internal scavenge pump back into the accessory gearbox 3 Oil from the number 3 and number 4 bearings is scavenged by the front element of the external scavenge pump into the accessory gearbox 4 Oil from the propeller governor front thrust bearing reduction gear accessory drives and torquemeter is scavenged by the rear element of the external scavenge pump where it is routed through a thermostatically controlled oil cooler and then returned to the oil tank 5 The rear element of the internal scavenge pump scavenges oil from the accessory case and routes it through the oil cooler where it then returns to the oil tank Continued Next Page 208BPHBUS 00 U S 7 49 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 ENGINE LUBRICATION SYSTEM Continued Breather air from the engine bearing compartments and from the accessory and reduction gearboxes is vented overboard through a centrifugal breathe
314. ection features a flush handle which is accessible from either inside or outside the airplane The handle is designed so that when the upper door is closed the handle cannot be rotated to the open position WARNING In an emergency do not attempt to exit the cargo version through the cargo doors Because the inside of the upper door has no handle exit from the airplane through these doors without outside assistance is not possible CAUTION Failure to properly latch the upper cargo door section will result in illumination of the Amber DOOR WARNING CAS MSG Inattention to this safety feature may allow the upper cargo door to open in flight To open the cargo door from outside the airplane depress the upper door section exterior pushbutton door release Passenger Version only and rotate the exterior door handle clockwise to the open position Following this action the telescoping door lifts will automatically raise the door to the full up position When the upper section is open release the lower section by pulling up on the inside door handle and rotating the handle to the OPEN position Open the door forward until it swings around next to the fuselage where it can be secured to the fuselage by a holding strap or chain Continued Next Page 208BPHBUS 00 U S 7 37 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 CARGO DOORS Continued To close the cargo door from outside the airplane disconnect the hold
315. ed Those rates of climb which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 33 FAA APPROVED 208BPHBUS 00 U S 5 77 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD RATE OF CLIMB BALKED LANDING FLAPS FULL CONDITIONS Takeoff Power 1900 RPM INERTIAL SEPARATOR NORMAL Pressure imb Hate of Climb Feet Per Minute FPM eign Altitude Speed Sue oe aoe ave ro 83 82 8500 8000 7500 7000 NOTE 1 Do not exceed torque limit for takeoff per MAXIMUM ENGINE TORQUE FOR TAKEOFF chart When ITT exceeds 765 C this power setting is time limited to 5 minutes 2 With climb power set below the torque limit decrese rate of climb by 15 FPM for INERTIAL SEPARATOR set in BYPASS and 45 FPM for CABIN HEAT ON 3 Where rate of climb values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those rates of climb which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 34 FAA APPROVED 5 78 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD TIME FUEL AND DISTANCE TO CLIMB MAXIMUM RATE OF CLIMB CONDITIONS Flaps UP Zero Wind 1900 RPM INERTIAL SEPARATOR NORMAL Climb From Sea Level Pressure i 0 Below tanda
316. ed alcohol gasoline benzene xylene MEK acetone carbon tetrachloride lacquer thinners commercial or household window cleaning sprays When in doubt about any product do not use it 6 Hard polishing wax should be applied to acrylic surfaces The wax has an index of refraction nearly the same as transparent acrylic and will tend to mask any shallow scratches 7 Acrylic surfaces may be polished using a polish meeting Federal Specification P P 560 applied per the manufacturer s instructions CAUTION On acrylic surfaces use only rain repellents that conform to specification MIL W 6882 Refer to the Materials For Acrylic Windshields and Windows chart for specific rain repellent products approved by Cessna NOTE When applying or removing wax or polish use a clean soft cloth 8 Windshields may rain repellent applied the manufacturer s instructions Caution must be used not to get rain repellent on painted surfaces surrounding the windshield 208BPHBUS 00 U S 8 39 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 51000 WINDSHIELD AND WINDOW PREVENTIVE MAINTENANCE WN 8 40 CAUTION Utilization of the following techniques will help minimize windshield and window crazing Keep all surfaces of windshields and windows clean If desired wax acrylic surfaces Carefully cover all surfaces during any painting powerplant cleaning or other procedure that calls for the
317. ee REO X E eal EVACUATE 10 Life Vests and INFLATE when outside cabin WARNING The airplane has not been flight tested in actual ditchings thus the above recommended procedure is based entirely on the best judgment of Cessna Aircraft Company SMOKE AND FIRE ENGINE FIRE IN FLIGHT Red ENGINE FIRE CAS MSG 1 POWER beven ns LU IDLE 2 PROP RPM ever ooo en RUE ERE Y es FEATHER FUEL CONDITION CUTOFF 4 FUEL SHUTOFF PULL OFF 5 CABIN HEAT FIREWALL SHUTOFF CONTROL PULL OFF 6 Forward Side Vents CLOSE 7 Overhead OPEN 9 PANS Sd E ON 9 WING FLAPS 20 FULL 10 Airspeed EE ER 80 85 KIAS 11 Forced EXECUTE as described in Emergency Landing Without Engine Power FAA APPROVED 3 14 U S 208BPHBUS 00 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES ELECTRICAL FIRE IN FLIGHT 1 STBY ALT PWR SWICK 009244 uta Emm OFF 2 GENERATOR 5 3 BATTERY 5 OFF WARNING Without electrical power all electrically operated flight and engine indications fuel boost pump CAS mes
318. eed of 1900 RPM All engine driven accessories with the exception of the propeller tachometer generator and the propeller governors are mounted on the accessory gearbox located at the rear of the engine These are driven by the compressor turbine with a coupling shaft which extends the drive through a conical tube in the oil tank center section The engine oil supply is contained in an integral tank which forms part of the compressor inlet case The tank has a drain and fill capacity of 9 5 U S quarts and is provided with a dipstick and drain plug The power turbine drives the propeller through a two stage planetary reduction gearbox located on the front of the engine The gearbox embodies an integral torquemeter device which is instrumented to proved an accurate indication of the engine power output Continued Next Page 208BPHBUS 00 U S 7 41 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208B G1000 TYPICAL ENGINE COMPONENTS A39403 9 10 11 12 13 14 15 25 24 23 22 21 Propeller Shaft Propeller Governor Drive Pad Second Stage Planetary Gear First Stage Planetary Gear Power Turbine Shaft Fuel Nozzle Power Turbine Combustion Chamber Compressor Turbine 10 Centrifugal Compressor Impeller 11 Axial Flow Compressor Impellers 3 12 Compressor Air Inlet 19 18 17 16 13 Accessory Gearbox Drive Shaft 14 Accessory Gearbox Cover 15 Starter Generator Drive Sh
319. efer to sheet 1 for appropriate notes applicable to this chart 13 000 Feet 14 000 Feet 15 000 Feet Propeller Speed Propeller Speed Propeller Speed 1900 1750 1600 1900 1750 1600 1900 1750 1600 1082 Propeller Speed Propeller Speed 1900 1750 1600 1900 1750 1600 1900 1750 1600 3 Pressure Altitude Pressure Altitude Pressure Altitude Temp 16 000 Feet 17 000 Feet 18 000 Feet 20 15 50 Figure 5 20 Sheet 6 208BPHBUS 01 U S 5 51 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude Pressure Altitude Pressure Altitude Pressure Altitude C 97 Figure 5 20 Sheet 7 5 52 0 5 208BPHBUS 01 CESSNA SECTION 5 MODEL 208B G1000 PERFORMANCE CARGO POD INSTALLED FUEL AND TIME REQUIRED MAXIMUM CRUISE POWER 40 200 Nautical Miles CONDITIONS 8750 Pounds Standard Temperature 1900 RPM INERTIAL SEPARATOR NORMAL A39932 3 32222 2 222 22245 FE s g s 23 HL ES EI LL Eee BO ERR hf Se E s Distance Nautical Miles NOTE 1 Fuel required includes the fuel used for engine start taxi t
320. eft ON and fuel will feed equally from each tank If a fuel imbalance condition approaching 200 pounds does occur the fuel tank selector for the tank with less fuel should be turned OFF until the fuel quantity is balanced With one fuel tank selector OFF and fuel remaining in the tank being used is less than approximately 170 lbs 25 gallons the FUEL SELECT OFF CAS MSG will come ON and a warning horn will sound WARNING Turn IGNITION ON when flying heavy precipitation or icing conditions Refer to Engine Ignition Procedures in this section for additional information on use of ignition CAUTION Prolonged zero or negative G maneuvers will starve the engine oil pump and result in engine damage Supplemental oxygen should be used by all occupants when cruising above 12 500 feet It is often advisable to use oxygen at altitudes lower than 12 500 feet under conditions of night flying fatigue or periods of physiological or emotional disturbances Also the habitual and excessive use of tobacco or alcohol will usually necessitate the use of oxygen at less than 10 000 feet Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 49 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 CRUISE Continued WARNING Operation up to the maximum allowable operating altitude is predicated the availability and use of supplemental oxygen above 12 500 feet as specified by 14 CFR 91 211 e Smoking is prohibited when using oxyge
321. ely 10 Ft Lbs from 0 to 60 KIAS 2 Torque on this chart shall be achieved without exceeding 805 C ITT or 101 6 percent Ng When the ITT exceeds 765 C this power setting is time limit d to 5 minutes 3 With the inertial separator in BYPASS where altitude and temperature do not permit 1865 Ft Lbs for takeoff decrease torque setting by 15 Ft Lbs 4 With the cabin heater ON where altitude and temperature do not permit 1865 Ft Lbs for takeoff decrease torque setting by 65 Ft Lbs Figure 5 8 FAA APPROVED 208BPHBUS 00 U S 5 17 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 MAXIMUM ENGINE TORQUE FOR CLIMB CONDITIONS 1900 RPM V INERTIAL SEPARATOR NORMAL ore ue amis 1865 Foot Pounds A63039 1900 EI a LL 1700 1600 x 7 60 50 40 30 20 10 0 10 20 30 40 50 60 Outside Air Temperature NOTE Torque on this chart shall be achieved without exceeding 765 C ITT or 101 6 percent With the inertial separator in BYPASS decrease torque setting 100 Ft Lbs With the cabin heater ON decrease torque setting by 80 Ft Lbs Figure 5 9 FAA APPROVED U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED SHORT FIELD TAKEOFF DISTANCE NOTE The following general information is applicable to all SHORT FIELD TAKEOFF DISTANCE Charts 1 Use short field takeoff technique as specified in Section 4 2 Decrease distances by 10 for
322. enters the pump gear chamber is boosted to high pressure and delivered to the fuel control unit through a 10 micron pump outlet filter A bypass valve and cored passages in the pump casing enable unfiltered high pressure fuel to flow from the pump gears to the fuel control unit should the outlet filter become blocked An internal passage originating at the mating face with the fuel control unit returns bypass fuel from the fuel control unit to the pump inlet downstream of the inlet screen A pressure regulating valve in this line serves to pressurize the pump gear bushings Ng TACHOMETER GENERATOR The N tachometer generator produces an electric current which is used conjunction with the gas generator RPM indicator to indicate gas generator RPM The N tachometer generator drive and mount pad is located at the 5 o clock position on the accessory gearbox and is driven from the internal scavenger pump 208BPHBUS 00 U S 7 57 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 PROPELLER TACHOMETER GENERATOR The propeller tachometer generator produces an electric signal which is used in conjunction with the propeller RPM indicator The propeller tachometer generator drive and mount pad is located on the right side of the reduction gearbox case and rotates clockwise with a drive ratio of 0 1273 1 TORQUEMETER The torquemeter is a hydro mechanical torque measuring device located inside the first stage reduction gear
323. er flight date and number point of departure and destination and airplane identification in spaces provided 2 Enter weight of cargo in each cabin cargo zone in appropriate ITEM WEIGHT spaces Total cabin cargo weights in space provided as a check that maximum allowable cabin cargo weight of 3400 pounds is not exceeded Refer to other portions of the POH AFM for additional limitations which must be observed 3 Enter weight of cargo in cargo pod and weight of pilot copilit and TKS fluid if installed 4 Complete ITEM INDEX column for all cargo pilot passenger and TKS fluid if installed by referring to adjacent WEIGHT INDICES listing For each cargo or personnel weight recorded previously read across horizontally to the vertical column having an identical weight at the top The number shown at this intersection is the weight index for the recorded weight As an example 300 pounds of cargo loaded in cabin Zone 1 has a weight index of 988 and this number should be entered under ITEM INDEX for cabin Zone 1 Continued Next Page 208BPHBUS 00 U S 6 11 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 WEIGHT AND BALANCE RECORD LOAD MANIFEST Continued NOTE If weight to be loaded does not match one of the weight increments provided and a more precise weight index is needed use the LOAD ITEM INDEX formula on the backside of the Weight and Balance Record Load Manifest to calculate the index However
324. er is supplied to the main bus No generator power is available in this position When the external power switch is in the BUS position external power is applied to the main bus and no power is available to the starter The battery if desired can be connected to the main bus and external power by the battery switch however battery charge should be monitored to avoid overcharge CIRCUIT BREAKERS Most of the electrical circuits in the airplane are protected by pull off type circuit breakers mounted on the left sidewall switch and circuit breaker panel Should an overload occur in any circuit the controlling circuit breaker will trip opening the circuit After allowing the circuit breaker to cool for approximately three minutes it may be reset pushed in If the breaker trips again it should not be reset until corrective action is taken WARNING Make sure all circuit breakers are in before all flights Never operate with tripped circuit breakers without a thorough knowledge of the consequences VOLTAGE AND AMPERAGE DISPLAY The status of the electrical system can be monitored on the MFD non reversionary mode Battery current BAT 5 and bus voltage BUS VOLTS are displayed on the default EIS ENGINE display page By pressing the ENGINE softkey and the SYSTEM softkey the EIS pages changes to the EIS Systems display where generator current GEN AMPS and bus voltage BUS VOLTS can be monitored simultaneously A negative d
325. er to Section 6 for seat locations OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff UP to 20 Approved Landing Range UP to FULL Approved Landing Range in Icing Conditions UP to 20 FAA APPROVED 2 26 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS TYPE 1 TYPE OR TYPE IV ANTI ICE FLUID TAKEOFF LIMITATIONS FLAP LIMITATIONS Takeoff Flaps 5 UP AIRSPEED LIMITATIONS Takeoff Rotation 5 83 KIAS FLIGHT IN KNOWN ICING VISUAL CUES As Required by AD 96 09 15 Paragraph a 1 WARNING Severe icing may result from environmental conditions outside of those for which the airplane is certificated Flight in freezing rain freezing drizzle or mixed icing conditions supercooled liquid water and ice crystals may result in ice build up on protected surfaces exceeding the capability of the ice protection system or may result in ice forming aft of the protected surfaces This ice may not be shed using the ice protection systems and may seriously degrade the performance and controllability of the airplane During flight severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following visual cues If or more of these visual cues exists immediately request priority handling from Air Traffic Control
326. erage of 30 reduction in scheduled maintenance labor hours over progressive or periodic type inspection programs The higher the utilization the more valuable the program becomes CESCOM SYSTEM CESCOM is Cessna s Computerized Maintenance Records System This comprehensive system provides an accurate and simple method of monitoring and scheduling inspections Service Bulletins Service Kits Airworthiness Directives as well as scheduled and unscheduled maintenance activities For detail information about CESCOM refer to the CESCOM Instruction Manual supplied with the airplane ENGINE CONDITION TREND MONITORING Pratt amp Whitney Canada Engine Condition Trend Monitoring is a system of recording engine instrument readings correcting the readings for ambient conditions and comparing actual engine operation to typical engine operating characteristics It has been established that engine operating characteristics such as output torque Tq propeller RPM Np interturbine temperature ITT gas generator RPM N and fuel flow Wf are predictable for various engine types under specific ambient conditions Continued Next Page 8 8 U S 208BPHBUS 00 55 SECTION 8 MODEL 208 51000 HANDLING SERVICE AND MAINTENANCE ENGINE CONDITION TREND MONITORING Continued Because airplane engines operate at a wide range of altitudes outside air temperatures and airspeeds corrections for varying ambient conditions are also inc
327. eron p 005000004 250505050505 595250556 neutral elevator 009000000 neutral elevator 5 RRR KOR P ES 525050606 929540961 OU RR GUI IR S I PRR RRR I TRRRRR RRR ROKK RRR 0959150909 949 909 SCRE RRR RRR RR RRR ROKR KK RN SRR R RK ROKR RK RRR SSS SS SA SRE RRKR ERE 006 0000 009 00 0 0 00 SNS SS S 595565565005 SRK RR KKK RHR KK RR RK HY 5 905099 OOK ROR 909 90 9000 90 90 90 990 90 ROR 90 9090 9 00 909 90 SRR RRR RNY BORER RRR KKK KK KKK KKK KR KK RK 9 KN KXKKK KKK KKK YK 069 00000096 06069 N 06069 0000009 06964 RRS RRIK IH RSRSRS 4 1 OOOO EERO 1909004191919 KRONOR RK RRR Y RRR RRR RK RK KKK RK RRR RIERA FERRER RRR RK RRR RK RK KR REG KKK RR KRY b gt 5506505 J d USE GOWN al leron Use GOWN al leron 5 15259550001 wi 555050 RH wi 5555594 wing and 585951 wing and X 0050600 250525505050 950506506 056500565060 0000050900 252595520601 9050000 down elevato 50056055504 Reed down elevato 555555504 levator 559555054 levator 555559055000 1640629494194 9 9 0 9 9 9 1419 19 9 1 9 PERRI KIRN IN 9 9194
328. es to the union of autopilot and flight director Flight systems which allows the pilot to manage his flight by Control observing computed visual recommendations while the System autopilot automatically follows these recommendations as AFCS selected by the pilot using the system s controls Course C D is the compass reference used by the autopilot along Datum with course deviation to provide laterial control when tracking a navigation signal 208BPHBUS 00 U S 1 15 SECTION 1 55 GENERAL MODEL 208B G1000 WARNINGS CAUTIONS AND NOTES WARNING An operating procedure technique or maintenance practice which may result in personal injury or loss of life if not carefully obeyed CAUTION An operating procedure technique or maintenance practice which may result in damage to equipment if not carefully obeyed NOTE An operating procedure technique or maintenance condition which is considered essential to emphasize METRIC IMPERIAL U S CONVERSION CHARTS The following charts have been provided to help international operators convert U S measurement supplied with the POH AFM into metric and imperial measurements The standard followed for measurement units shown is the National Institute of Standards Technology NIST Publication 811 Guide for the Use of the International System of Units 51 Please refer to the following pages for these charts 1 16 U S 208BPHBUS 00 55 SECTION 1 MODEL 208B
329. f crew intercom isolation modes located on the audio panel The AUX key on the audio panel does not control the AUX AUDIO IN signal For a more complete description and operating instructions of the audio panel refer to the Garmin G1000 CRG Since the entertainment audio input is not controlled by a switch there is no way to deselect the entertainment source except to disconnect the source at the audio input connector CABIN FEATURES CABIN FIRE EXTINGUISHER A portable fire extinguisher is installed on the cargo barrier in some Cargo Versions and on the inside of the pilot s entry door in other Cargo Versions and the Passenger Version The extinguisher in both airplanes is readily accessible in case of fire The extinguisher should be checked prior to each flight to ensure that its bottle pressure as indicated by the gage on the bottle is within the green arc and the Operating lever lock pin is securely in place To operate the fire extinguisher 1 Loosen retaining clamp and remove extinguisher from bracket 2 Hold extinguisher upright pull operating lever lock pin and press lever while directing the discharge at the base of the fire at the near edge Progress toward the back of the fire by moving the nozzle rapidly with a side to side sweeping motion CAUTION Care must be taken not to direct the initial discharge directly at the burning surface at close range less than five feet because the high velocity stream may cause
330. ff valve a fuel filter an oil to fuel heater an engine driven fuel pump a fuel control unit a flow divider dual manifolds and 14 fuel nozzle assemblies A fuel can and drain is also provided Refer to the Fuel Quantity Data Chart for information pertaining to this system WARNING Unusable fuel levels for this airplane were determined in accordance with Federal Aviation Regulations Failure to operate the airplane compliance with the fuel limitations specified in Section 2 may further reduce the amount of fuel available in flight Fuel flows from the tanks through the two fuel tank shutoff valves at each tanks The fuel tank shutoff valves are mechanically controlled by two fuel selectors labeled LEFT ON and OFF located on the overhead panel By manipulating the fuel selectors the pilot can select either left or right fuel tanks or both at the same time Normal operation is with both tanks on Fuel flows by gravity from the shutoff valves in each tank to the fuel reservoir Continued Next Page 7 62 U S 208BPHBUS 00 55 SECTION 7 MODEL 208 51000 AIRPLANE AND SYSTEMS DESCRIPTION FUEL SYSTEM Continued The reservoir is located at the low point in the fuel system which maintains a head of fuel around the ejector boost pump and auxiliary boost pump which are contained within the reservoir This head of fuel prevents pump cavitation in low fuel quantity situations especially during in flight maneuvering Fue
331. flaps The control surfaces are manually operated through mechanical linkage using a control wheel for the ailerons spoilers and elevator and rudder brake pedals for the rudder The wing spoilers improve lateral control of the airplane at low speeds by disrupting lift over the appropriate flap The spoilers are interconnected with the aileron system through a push rod mounted to an arm on the aileron bell crank Spoiler travel is proportional to aileron travel for aileron deflections in excess of 5 up The spoilers are retracted throughout the remainder of aileron travel Aileron servo tabs provide reduced maneuvering control wheel forces TRIM SYSTEMS Manually operated aileron elevator and rudder trim systems are provided see Flight Control And Trim Systems figure Aileron trimming is achieved by a trimmable servo tab attached to the right aileron and connected mechanically to a knob located on the control pedestal Rotating the trim knob to the right clockwise will trim right wing down conversely rotating it to the left counterclockwise will trim left wing down Elevator trimming is accomplished through two elevator trim tabs by utilizing the vertically mounted trim control wheel on the top left side of the control pedestal Forward rotation of the control wheel will trim nose down conversely aft rotation will trim nose up the airplane is also equipped with an electric elevator trim system Rudder trimming is accomplished throu
332. fter engine shutdown and inspection if icing conditions are encountered Refer to Section 7 Engine Air Induction System for further details regarding the INERTIAL SEPARATOR FAA APPROVED 4 40 U S 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES TAXIING POWER Lever BETA range can be used during taxi to control taxi speed and improve brake life A leaf spring is installed in the control quadrant which the POWER Lever contacts and provides the pilot with a noticeable feel With the POWER Lever moved to this position in the BETA range the propeller is near zero thrust in a static 52 idle condition Besides acting as a zero thrust reference during taxi this POWER Lever position lever against spring is used after landing to minimize brake wear POWER Lever movement further aft of the BETA range will result in increased engine power and reverse thrust from the propeller blades CAUTION The use of reverse thrust should be minimized especially on unprepared surfaces to minimize propeller blade erosion and possible damage Do not leave the POWER Lever in the BETA range for extended periods greater than 30 seconds when parked with a right crosswind to avoid damage to the cargo pod NOTE During low speed taxi with a strong tailwind or when stopped with a strong tailwind a moderate vibration can occur as a result of reverse airflow through the propeller disk with the blades at a positive pitch angle
333. fuselage with the holding strap or chain from outside WARNING Do not attempt to exit the cargo version through the cargo doors Because the inside of the upper door has no handle exit from the airplane through these doors is not possible without outside assistance To close the cargo door from inside the airplane Passenger Version only disconnect the holding strap or chain from the fuselage and secure it to the door Pull the door aft to the closed position and hold the aft edge of the door firmly against the fuselage door frame to assure engagement of the latching pawls Rotate the inside handle forward and down to the CLOSE position to latch the lower door section refer to Section 2 Placards After the lower door section is secured grasp the pull strap on the upper door section and pull down As the door nears the closed position grasp the edge of the door and pull inward firmly to assure engagement of the latching pawls When engaged the interior door handle can be rotated clockwise to the horizontal position Snap the handle into its locking receptacle 7 38 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION CABIN WINDOWS The airplane is equipped with a two piece windshield reinforced with a metal center strip The passenger version has sixteen cabin side windows of the fixed type including one each in the two crew entry doors two windows in the cargo door upper section and one wind
334. g With Engine Power checklist NOTE The overhead fuel tank selectors control shutoff valves at the wing fuel tank outlets To minimize the possibility of a fire these selectors can be set to the OFF position during the final phase of an approach to an off airport landing With the selectors turned OFF there is adequate fuel in the fuel reservoir tank for 3 minutes of maximum continuous power operation or approximately 9 minutes idle power operation A warning horn will sound with both fuel selectors turned OFF If the noise of the warning horn is too distracting it can be silenced by pulling the START CONT circuit breaker WARNING If the precautionary landing is aborted turn the fuel tank selectors to the on position after initiating the balked landing DITCHING Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants faces at touchdown Transmit Mayday message on 121 5 MHz giving location and intentions and squawk 7700 Avoid a landing flare because of difficulty in judging height over a water surface FAA APPROVED 13 34 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES LANDING WITHOUT ELEVATOR CONTROL Using power lever and elevator trim control trim for approximately 500 descent with 20 flaps at 85 KIAS Then control the glide angle by adjusting power If required make small trim changes to
335. g ramp draining of the outboard fuel tank sump quick drain valves is also recommended If contamination is detected drain all fuel drain points again Take repeated samples from all fuel drain points until all contamination has been removed If after repeated sampling evidence of contamination still exists the fuel tanks should be completely drained and the fuel system cleaned Do not fly the airplane with contaminated or unapproved fuel WARNING JP 4 and other NAPHTHA based fuels can cause severe skin and eye irritation FUEL DRAIN CAN When the engine is shut down residual fuel in the engine drains into a fuel drain can mounted on the front left side of the firewall This can should be drained once a day or at an interval not to exceed six engine shutdowns A drain valve on the bottom side of the cowling enables the pilot to drain the contents of the fuel drain can into a suitable container FUEL PUMP DRAIN RESERVOIR To control expended lubricating oil from the engine fuel pump drive coupling area and provide a way to determine if fuel is leaking past the fuel pump seal this airplanes is equipped with a drainable reservoir to collect this allowable discharge of oil and any fuel seepage The reservoir is mounted on the front left side of the firewall It should be drained once a day or at an interval not to exceed six engine shutdowns A drain valve on the bottom side of the cowling enables the pilot to drain the contents of the reser
336. ged After the lower door section is secured grasp the pull strap on the upper door section and pull down and inboard As the door nears the closed position pull inboard firmly to make sure the latching pawls engage correctly When the latching pawls are engaged rotate the inside handle counterclockwise to the horizontal latched position but do not use excessive force If the handle will not rotate easily the door is not fully closed Use a more firm closing motion to get the latching pawls to engage and rotate the door handle again to the latched position Then snap the interior handle into its locking receptacle CAUTION Refer to Section 3 Emergency Procedures for proper operational procedures to be followed if the passenger entry door should inadvertently open in flight To exit the airplane through the passenger entry door pull the upper door section inside handle from its locked position receptacle rotating the handle clockwise to the open position as you push the door outward When the door is partially open the automatic door lift will raise the upper door section to the fully open position Next rotate the door handle of the lower section up and aft to the open position and push the door outward The telescoping gas spring will lower the door to its fully open position and the integral steps will deploy WARNING The outside proximity of the lower door section must be clear before opening the door Continued Next Page
337. gh the nose wheel steering bungee connected to the rudder control system and a trim control wheel mounted on the control pedestal by rotating the horizontally mounted trim control wheel either left or right to the desired trim position Rotating the trim wheel to the right will trim nose right conversely rotating it to the left will trim nose left 208BPHBUS 00 U S 7 9 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 FLIGHT CONTROL AND TRIM SYSTEMS 9391 AILERON SPOILER CONTROL SYSTEM 268516025 268516026 Figure 7 1 Sheet 1 of 3 7 10 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION FLIGHT CONTROL AND TRIM SYSTEMS A39392 ELEVATOR CONTROL SYSTEM ELEVATOR TRIM CONTROL SYSTEM 268516027 268516028 Figure 7 1 Sheet 2 of 3 208BPHBUS 00 U S 7 11 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 FLIGHT CONTROL AND TRIM SYSTEMS A39393 RUDDER AND RUDDER TRIM CONTROL SYSTEM Figure 7 1 Sheet 3 of 3 7 12 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION INSTRUMENT PANEL The instrument panel is designed around the Garmin G1000 Integrated Avionics System The instrument panel is of all metal construction and is installed in sections so equipment can be easily removed for maintenance Equipment mounted on this panel is illustrated in the Typical Instrument Panel figu
338. ght and balance limitations could result in an accident and serious or fatal injury AIRPLANE WEIGHING PROCEDURES 1 Preparation a Remove all snow ice or water which may be on the airplane b Inflate tires to recommended operating pressure c Lock open fuel tank sump quick drains and fuel reservoir quick drain to drain all fuel d For aircraft with non standard optional equipment installed see the appropriate POH AFM supplement for additional weighing procedures e Service engine oil as required to obtain a normal full indication MAX HOT or MAX COLD as appropriate on dipstick f Slide to move pilot and front passenger seats to position the seat locking pins on the back legs of each seat at Fuselage Station 145 0 Aft passenger seats if installed have recommended fixed positions and should be located using a Fuselage Station location code on the seat rails as described in the Cabin Internal Loading Arrangements figure In the event the aft seats were moved to accommodate a custom loading they should be returned to the standard locations prior to weighing g Raise flaps to fully retracted positions h Place all control surfaces in neutral position Continued Next Page 6 6 U S 208BPHBUS 01 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST AIRPLANE WEIGHING PROCEDURES Continued 2 Leveling a Place scales under each wheel minimum scale capacity 2000 pounds nose 4000 pou
339. gine Ignition Procedures 4 40 Engine INERTIAL SEPARATOR Procedures 4 40 arde t Po ares 4 41 Taxing Diagrami ss a 4 42 Before Takeoff 4 43 atm alae days ocn E 4 44 Power Setting ii p 4 44 Wing Flap 5 lt 4 44 Short Field Takeoff 4 44 Type 11 Type Ill or Type IV Anti Ice Fluid Takeoff 4 45 Crosswind 4 45 Enroute eda wees 4 45 CTUISE So ES e oA to c doa 4 47 Sample Cruise Performance Table 4 48 4 50 4 51 RES 4 51 Short Field 4 51 Crosswind Landing 4 52 Balked Landing a IUE AH E RS SIRO 4 52 After ae wm 4 53 Cold Weather 4 53 High Altitude Operation 4 53 Engine Compressor Stalls 4 54 Noise 5
340. go loading details When loading aft passengers in the passenger version they should not be placed in the baggage area unless the airplane is equipped with special seating for this area Also any material that might be hazardous to the airplane or occupants should not be placed anywhere in the airplane For baggage cargo area and door dimensions refer to Section 6 SEATS Standard seating consists of both a pilots and copilots six way adjustable seat Additional cabin seating is available in the passenger version in two different Commuter configurations and Utility configuration One Commuter configuration consists of three rows of two place fixed seats and two or three rows of one place fixed seats A second Commuter configuration consists of four rows of one place fixed seats on each side of the cabin The Utility configuration consists of four rows of one place fixed position collapsible seats on each side of the cabin WARNING None of the airplane seats are approved for installation facing aft PILOT S AND COPILOT S SEATS six way adjustable pilot s or copilots seats may be moved forward or aft adjusted for height and the seat back angle changed Position the seat by pulling on the small T handle under the center of the seat bottom and slide the seat into position then release the handle and check that the seat is locked in place by attempting to move the seat and by noting that the small pin on the end of the
341. gram assists the owner operator in his responsibility to comply with all FAA inspection requirements while ensuring timely replacement of life limited parts and adherence to factory recommended inspection intervals and maintenance procedures CESSNA PROGRESSIVE CARE The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your airplane at a minimum cost and downtime Under this program your airplane is inspected and maintained in four operations The four operations are recycled each 400 hours and are recorded in a specially provided Aircraft Inspection Log as each operation is conducted The Cessna Aircraft Company recommends Progressive Care for airplanes that are being flown 400 hours or more per year and the 100 hour inspection for all other airplanes The procedures for the Progressive Care Program and the 100 hour inspection have been carefully worked out by the factory and are followed by the Cessna Service Organization The complete familiarity of Cessna Authorized Caravan Service Stations with Cessna equipment approved procedures provides the highest level of service for Cessna owners operators Regardless of the inspection method selected by the owner operator he should keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all required FAA inspections and most of the manufacturer recommended
342. gs can be attached If rope cable or other fittings are used for tie downs they should be rated at a minimum of 2100 pounds when used with all fittings noted in the table on the Cargo Tie Down Attachments figure except the double stud quick release tie downs which require a 3150 pound rating Maximum allowable cargo loads will be determined by the individual zone weight limitation and by the airplane weight and C G limitations The number of tie downs required is dependent on the load s to be secured The Cargo Tie Down Attachments figure shows the maximum allowable cargo weight for each type of cargo tie down attachment On Cargo Versions the sidewalls in the cargo area are marked with vertical lines to facilitate the identification of six loading zones Markings located on the sidewalls between the lines identify each zone by number and display the maximum load which can be carried within the zones Refer to Cabin Internal Load Markings Cargo Version figure for maximum zone weight limits Continued Next Page 6 18 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST CABIN CARGO AREA Continued CAUTION The maximum load values marked in each zone are predicated on all cargo being tied down within the zones On Cargo Versions a horizontal line labeled 75 is prominently marked along each sidewall as a loading reference As indicated on a placard on the lower cargo door zones f
343. hanical noises or high vibration levels in conjunction with the power loss A flameout will be noticed by a drop in ITT torque and CAUTION Do not attempt to restart an engine that is definitely known to have failed A flameout can result from the engine running out of fuel or by unstable engine operation Unstable engine operation such as a compressor surge possible due to a bleed valve malfunction can be identifiable by an audible popping noise just before flameout Once the fuel supply has been restored to the engine or cause of unstable engine operation eliminated the engine can be restarted The best airstart technique is to initiate the relight procedure immediately after a flameout occurs provided the pilot is certain that the flameout was not the result of some malfunction that might make it hazardous to attempt a relight Regardless of airspeed or altitude there is always the possibility that the engine can light up successfully just as soon as the ignition is turned on In an emergency turn on the ignition just as soon as possible after flameout provided the gas generator speed has not dropped below 50 Under these circumstances it is not necessary to shut off the fuel or feather the propeller The POWER lever however should be retarded to IDLE position CAUTION The pilot should determine the reason for power loss before attempting an airstart If a flameout has occurred and the gas generator speed has droppe
344. he EMERGENCY POWER Lever is in the NORMAL full aft position or an over temperature condition will result during engine start Continued Next Page FAA APPROVED U S 208BPHBUS 00 55 MODEL 208B 51000 STARTING ENGINE Battery Start Continued 7 8 10 SECTION 4 NORMAL PROCEDURES Propeller CLEAR FUEL BOOST Switen 22275555 a FUEL BOOST CAS MSG ON b FUEL PRESS LOW CAS MSG OFF gc RELOW PPH bee led deer eens ZERO STARTER ecw es eo ee ate USERS START a IGNITION CAS 5 ON STABLE 12 minimum FUEL CONDITION LOW IDLE CHECK for 90 to 140 pph Dee 1090 maximum limited to 2 seconds CAUTION f ITT climbs rapidly towards 1090 C be prepared to return the FUEL CONDITION Lever to CUTOFF Under hot OAT and or high ground elevation conditions idle ITT can exceed maximum idle ITT limitation of 685 C Increase and or reduce accessory load to maintain ITT within limits 25 WN mee a 52 MINIMUM T1 STARTER WINCH dee RS CR Gan XR RI OFF verify STARTER ON CAS MSG OFF 125 El eee CHECK NORMAL 13 GENERA
345. he blotting material firmly and hold it for several seconds Continue blotting until no more liquid is taken up Scrape off sticky materials with a dull knife then spot clean the area Oily spots on the seats may be cleaned with household spot removers used sparingly Before using any solvent read the instructions on the container and test it on an obscure place on the fabric to be cleaned Never saturate the fabric with a volatile solvent it may damage the padding and backing materials Soiled seating upholstery may be cleaned with foam type detergent used according to the manufacturer s instructions To minimize wetting the fabric keep the foam as dry as possible and remove it with a vacuum cleaner 8 46 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE PROLONGED OUT OF SERVICE CARE Prolonged out of service care applies to all airplanes that will not be flown for an indefinite period less than 60 days but which are to be kept ready to fly with the least possible preparation If the airplane is to be stored temporarily or indefinitely refer to the Airplane Maintenance Manual for proper storage procedures The Maintenance Manual provides amplification for the following procedures 1 procedure to be followed for preservation of an engine service depends on the period of inactivity and whether or not the engine may be rotated during the inactive period The expected period of in
346. hould be inspected for the presence of carbon particles per airplane and engine maintenance manual procedures and the engine manufacturer s pertinent engine and oil service bulletins 1 Engine oil has been switched to a third generation lubricant during mid life 2 High oil consumption 3 Oil leaking from engine intake If carbon particles are found refer to the above referenced maintenance manuals and service bulletins for corrective action TOTAL OIL CAPACITY 14 U S Quarts including oil in filter cooler and hoses DRAIN AND REFILL QUANTITY Approximately 9 5 U S Quarts OIL QUANTITY OPERATING RANGE Fill to within 1 5 quarts of MAX HOT or MAX COLD as appropriate on dipstick Quart markings indicate U S quarts low if oil is hot For example a dipstick reading of 3 indicates the system is within 2 quarts of MAX if the oil is cold and within 3 quarts of MAX if the oil is hot Continued Next Page 8 16 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE OIL Continued WARNING Make sure oil dipstick cap is securely latched down Operating the engine with less than the recommended oil level and with the dipstick cap unlatched will result in excessive oil loss and eventual engine stoppage NOTE To obtain an accurate oil level reading it is recommended the oil level be checked either within 10 minutes after engine shutdown while the oil is hot MAX HOT marking or p
347. icing conditions check that PITOT STATIC tube s and STALL warning heaters are warm to touch after turning PITOT STATIC and STALL HEAT switches ON for 30 seconds then OFF Make sure the pitot covers are removed prior to turning PITOT STATIC HEAT ON Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 13 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 RIGHT WING Leading Edge Continued 1 NAV STROBE CHECK verify condition and cleanliness 2 Fuel Quantlly s c eee ee bbe VISUALLY CHECK See Measured Fuel Depth vs Fuel Quantity chart in Section 4 9 uel Piller Gab pides ee eem SECURE 4 Outboard Fuel Tank Sump Quick Drain Valve if airplane parked with one wing low on a sloping ramp DRAIN using fuel sampler Drain to check for water sediment and proper fuel before each flight and after each refueling If water is observed take additional samples until clear Take repeated samples from all fuel drain points until all contamination has been removed 5 LND TAXI RECOG Lights CHECK verify condition and cleanliness Tube a air ouo ew RTI RES CHECK verify security openings for stoppage and warmth 7 Radome CHECK verify condition and security 8 Wing 4 DISCONNECT 9 Inboard Fuel Tank Sump and External Sum
348. ideslope is captured determine most accurate altitude source when crossing FAF Reference ILS Decision Height to most accurate altimeter based on FAF crossing WARNING TAWS alerts are based on GPS altitude and position information and are independent of ADC data If a TAWS alert is received it should be considered valid and appropriate terrain avoidance action should be taken FAA APPROVED U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES STALL HEAT FAILURE Amber STALL HEAT CAS MSG If ice is observed forming on the stall warning vane or its mounting plate 1 STALL WARN Circuit Breaker CHECK verify circuit breaker is IN CAUTION With continued ice buildup expect no stall warning horn during slow speed operation The autopilot will not automatically disconnect during a stall with out the stall warning vane working properly MONITOR NOTE Do not rely on the stall warning system Maintain airspeed in accordance with the minimum speed for icing conditions in Section 2 Limitations of this supplement MISCELLANEOUS EMERGENCY DESCENT PROCEDURES ROUGH AIR 1 Seats Seat Belts Shoulder Harnesses SECURE 2 IDLE 3 PROP MAX full forward Ao NING FLAPS tote oa UP 5 Weights and Airspeed
349. ie aer OFF verify STARTER ON CAS MSG OFF oss d sek pw o obere usi th CHECK NORMAL 22 EXTERNAL POWER OFF 23 External Power Unit OFF then DISENGAGE 24 GENERATOR ji eo beet eek CHECK LOAD verify GENERATOR OFF CAS MSG OFF and BAT AMPS charging 25 FUEL BOOST Rok Set es NORM verify FUEL BOOST ON CAS MSG OFF 26 AVIONICS No 2 ON 2f NAV LEIGHIS 3 2352 ro 3e AS REQUIRED 28 Cabin Heating Ventilating and Defrosting 5 AS DESIRED FAA APPROVED 208BPHBUS 01 U S 4 21 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 TAXIING 1 1 oes hee a Sew eek Re a CHECK NOTE Propeller BETA range can be used during taxi with minimum blade erosion up to the point where increases against beta range spring to control taxi Speed and improve brake life 2 Flight Instruments xix vrbe bem CHECK BEFORE TAKEOFF 1 PARKING BRAKE SET 2 Seats Seat Belts Shoulder Harnesses CHECK SECURE WARNING Failure to correctly use seat belts and shoulder harnesses can result in serious or fatal injury in the event of an accident 3 FREE and CORRECT 4 Flight Instruments 5 Altimeters
350. ilure both avionics buses can be connected to the remaining feeder by closing the guarded AVIONICS BUS TIE Switch If a ground fault has occurred on one feeder it will be necessary to verify the avionics power switch breaker associated with the affected feeder is off before the AVIONICS BUS TIE Switch will restore power to both avionics buses The maximum avionics load with one feeder should be limited to 30 amperes Nonessential avionics equipment should be turned off STANDBY ELECTRICAL SYSTEM MALFUNCTIONS An operational check of the standby electrical system is performed by following the Normal Procedures Before Takeoff checklist With the generator supplying the electrical load and the STBY ALT PWR Switch ON both the Amber STBY PWR ON CAS MSG and STBY PWR INOP CAS MSG should be extinguished The ALT AMPS should indicate zero amps If the STBY PWR INOP CAS MSG is illuminated it indicates that the alternator has no output If a line voltage surge or temporary condition has tripped the ACU alternator control unit then cycling the STBY ALT PWR Switch to OFF then back ON can reset the ACU and restore standby power Continued Next Page FAA APPROVED 13 44 US 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES STANDBY ELECTRICAL SYSTEM MALFUNCTIONS Continued If due to a power system malfunction the standby electrical system is carrying part of the electrical load more than 10 amps the STBY PWR O
351. in access to the hoisting rings when installed it is necessary to remove the wing to fuselage fairing strips RELIEF TUBE Provisions are made for the installation of a relief tube in the aft cabin area on the Passenger Version The relief tube is installed on the right sidewall just aft of the passenger entry door OIL QUICK DRAIN VALVE An oil quick drain valve is available to replace the drain plug on the bottom of the engine oil tank and provides quicker cleaner draining of the engine oil To drain the oil with this valve slip a hose over the end of the valve cut the safety wire securing the valve on off lever in the off position and rotate the lever to the on position After draining rotate the valve on off lever to the off position remove the hose to check for leakage and resafety the on off lever in the off position 208BPHBUS 00 U S 7 101 7 102 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE SECTION 8 AIRPLANE HANDLING SERVICE amp MAINTENANCE TABLE OF CONTENTS PAGE Introduction hog Bota ety 8 3 Identification 8 4 Cessna Owner 8 4 C ECCE In 8 5 Airplane File ohio teoria sete he 8 6 Airplane Inspection 8 6 FAA Required 8 6 Cessna Progres
352. in heat is needed while on the ground move the FUEL CONDITION Lever to HIGH IDLE and or select the GRD position pulled out of the mixing air control e Some hysteresis may be encountered when adjusting bleed air temperature The resulting amount and temperature of bleed air may be different when approaching a particular temperature selector knob position from a clockwise versus a counterclockwise direction Best results can usually be obtained by turning the temperature selector knob full clockwise and then slowly turning it counterclockwise to decrease bleed airflow to the desired amount A temperature sensor located in the outlet duct from the mixer muffler operates in conjunction with the temperature selector knob In the event of a high temperature condition overheat in the outlet duct the temperature sensor will be energized closing the flow control valve and thus shutting off the source of hot bleed air from the engine 208BPHBUS 00 U S 7 85 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208 G1000 CABIN HEATING VENTILATING AND DEFROSTING SYSTEM CARGO VERSION A41162 COMPRESSOR OUTLET BLEED AIR COMPRESSOR OUTLET a BLEED AIR MIXING AIR VALVE MIXER MUFFLER FIREWALL SHUTOFF VALVES 2 5 VENTILATING AIR DOOR TO FLOW CONTROL VALVE CABIN Ps MIXING AIR AFT CABIN PULL DEFROST PULL BLE A HEAT gnp puLL
353. in the aft baggage area When desired the seats can be unfolded and installed in the passenger area The seats are readily fastened with quick release fasteners to the seat tracks in any one of the eight seat positions HEADRESTS Headrests are available for all pilot and passenger seat configurations except the Utility aft passenger seats To adjust a pilot s seat or copilot seat headrest apply enough pressure to it to raise or lower it to the desired level The aft passenger seat headrests are not adjustable 208BPHBUS 00 U S 7 27 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 SEAT BELTS AND SHOULDER HARNESSES PILOT S AND COPILOT S SEAT Typical Shoulder Harness Free End of Seat Belt Seat Belt Crotch Ud Strap Lock Indicator Pin Seat Fore and Aft Adjustment Narrow Adjuster Strap Seat Height Adjustment Seat Back Angle Adjustment Figure 7 7 Sheet 1 of 3 1 28 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION SEAT BELTS AND SHOULDER HARNESSES AFT PASSENGERS SEATS Individual Commuter Seating Shown 63522 Internal Inertia Reel Seat Belt Link Half Seat Belt Buckle Half 26191158 Figure 7 7 Sheet 2 of 3 208BPHBUS 00 U S 7 29 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 SEAT BELTS AND SHOULDER HARNESSES AFT PASSENGERS SEATS Dual Commuter Seating
354. ing Control Control Wheel Cabin Lights without Timer 208B Passenger Cabin Lights with Timer if installed Cabin Lights with Timer Super Cargomaster Passenger Reading Lights Passenger Version Only No Smoke Seat Belt Sign Passenger Version Only Cabin Heating Ventilating And Defrosting System Bleed Air Heat Switch Temperature Selector Cabin Heating Ventilating and Defrosting System Cargo Version figure Mixing Air 5 Aft Forward Cabin Push Pull Defrost Forward Cabin Push Pull Control Cabin Heat Firewall Shutoff Knob Vent Air Control Knobs Instrument Panel Vent Knobs Ventilating SYSICM us caeca ip adie DE Continued Next Page 7 4 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION TABLE OF CONTENTS Continued Page Pitot Static System And 1 5 7 91 Airspeed 7 92 Vertical Speed 1
355. ing strap or chain from the fuselage swing the door aft to the closed position and hold the door firmly against the fuselage door frame to assure engagement of the latching pawls Rotate the inside handle forward and down to the CLOSE position to latch the lower door section After the lower door section is secured grasp the pull strap on the upper door section and pull down As the door nears the closed position grasp the edge of the door and push inward firmly to assure engagement of the latching pawls When engaged the exterior door handle can be rotated counterclockwise to the horizontal latched position On the Passenger Version only after entering the airplane snap the upper door interior handle into its locking receptacle unless cargo obstructs access to the door If desired when leaving the airplane parked use the key in the outside key lock to lock the handle in the horizontal position To open the cargo door from inside the airplane Passenger Version only pull the inside door handle of the upper door section from its locked position receptacle Rotate the handle counterclockwise to the vertical position and push the door outward When the door is partially open the automatic door lifts will raise the upper door section to the fully open position Next rotate the door handle of the lower section door up and aft to the open position and push the aft end of the door outward The door may be completely opened and secured to the
356. inuous power at 86 KIAS FAA APPROVED 4 46 U S 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES CRUISE Normal cruise is performed using any desired power setting up to the maximum cruise power observe ITT torque and N cruise limits Do not exceed the maximum cruise torque or 740 C shown Cruise Performance or Cruise Maximum Torque charts in Section 5 for the particular altitude and temperature Normally a new engine will exhibit below 710 C when set to the maximum cruise torque The Sample Cruise Performance chart illustrates the advantage of higher altitude on both true airspeed and nautical miles per 1000 pounds of fuel In addition the beneficial effect of lower cruise power on nautical miles per 1000 pounds of fuel at a given altitude can be observed Charts are provided in Section 5 to assist in selecting an efficient altitude based on available winds aloft information for a given trip The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered to reduce fuel consumption PITOT STATIC and STALL HEAT should be ON anytime the OAT is below 5 C 41 F If icing conditions are encountered ensure that the additional anti icing systems airframe ANTI ICE if installed and INERTIAL SEPARATOR are ON and in the BYPASS mode before encountering visible moisture below approximately 5
357. ion requires a minimum of six tie downs three forward and three aft When the cargo barrier nets are installed the number of tie downs can be reduced by 1 2 as long as load shifting can be prevented The minimum number of tie downs for this example would then be four three plus one to utilize an even number of tie downs Regardless of whether the cargo barrier nets are installed if the cargo height is greater than its Length then the minimum number of tie downs must be doubled If passengers are carried aft of the cargo barrier nets cargo must be secured per the requirements without the barrier nets installed Refer to Cargo Load Restraint in this section for additional information Tie down block Bolt must be tightened to a minimum of 50 inch pounds Front passenger seat track Single stud quick release tie down 2 ring strap assembly 2222 Baggage floor Aft passenger anchor plate seat track Figure 6 10 Sheet 1 of 2 6 34 U S 208BPHBUS 00 55 MODEL 2088 51000 SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST CARGO TIE DOWN ATTACHMENTS Ratchet adjuster Cargo tie down belt assembly Double stud quick release tie down ring anchor Aft passenger seat track Ratchet adjuster Cargo tie down belt assembly Single stud quick release tie down ring anchor Aft passenger seat track Figure 6 10 Sheet 2 208BPHBUS 00 U S 6 35 SECTION 6 55 WEIGHT amp BAL
358. ion airport as calculated from the previous GPS or DR position Navigation e xal exacte Re eae ea De ded eee FLY towards known visual conditions or available terminal navigation sources Use ATC or other information sources as possible NOTE All information derived from GPS or DR is removed from the displays The airplane symbol is removed from all maps The map will remain centered at the last known position NO GPS POSITION is shown in the center of the map e TAWS are inoperative AUDIO PANEL FAILURE Audio panel failure may be indicated by a GMA FAIL Garmin System Message or the inability to communicate using the audio panel This failure may also be accompanied by the loss of some aural warnings such as Altitude Alert Autopilot Disconnect TAWS and Traffic alerts 1 AUDIO Circuit Breaker PULL 2 COMRadio USE COM1 FOR COMMUNICATION NOTE In the event of an audio panel failure a fail safe circuit connects the pilot s headset directly to the COM 1 radio The speakers will be inoperative FAA APPROVED 13 60 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES LOSS OF RADIO TUNING FUNCTIONS 1 COM Frequency Toggle Button affected PFD PRESS AND HOLD for 2 seconds NOTE This procedure will tune the active COM field to the emergency frequency 121 5 Certain failures of the tuning system will automatically tune 121
359. ip stalls lazy eights chandelles and turns in which the angle of bank is not more than 60 Aerobatic maneuvers including spins are not approved FAA APPROVED 208BPHBUS 00 U S 2 13 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 FLIGHT LOAD FACTOR LIMITS Flight Load Factors Maximum Takeoff Weight 8750 pounds UP sus Seen a pias di d ext 3 8g 1 52g Flaps Down All 5 2 4g design load factors are 150 of the above and in all cases the structure meets or exceeds design loads FLIGHT CREW LIMITS One pilot required in left seat KINDS OF OPERATIONS EQUIPMENT LIST The Cessna 208B with Garmin G1000 is equipped for day or night VFR or IFR operations and flight into known icing conditions when appropriate equipment is installed The operating limitation placard reflects the limits applicable at the time of Airworthiness Certificate issuance The following equipment lists identify the systems and equipment upon which type certification for each kind of operation was predicated These systems and equipment items must be installed and operable unless 1 airplane is approved to be operated in accordance with a current Minimum Equipment List MEL issued by the FAA Or 2 An alternate procedure is provided in the basic FAA Approved Airplane Flight Manual for the inoperative state of the listed equipment and all limitations are complied with
360. is deviation from zero should be accounted for when calculating the net weight of the airplane Standard Empty Weight is the weight of a standard airplane including unusable fuel full operating fluids and full engine oil Fuselage Station is a location along the airplane fuselage given in terms of the distance from the reference datum Tare is the weight of chocks blocks stands etc used when weighing an airplane and is included in the scale readings Tare is deducted from the scale reading to obtain the actual net airplane weight Useful Load is the difference between ramp weight and the basic empty weight U S 208BPHBUS 00 55 SECTION 1 MODEL 2088 51000 GENERAL AUTOPILOT FLIGHT DIRECTOR AND 5 TERMINOLOGY CAUTION A thorough understanding of the difference between an autopilot a flight director and an AFCS is required before operating any of the components of the Garmin G1000 GFC 700 Flight Control System Refer to Garmin Cockpit Resource Guide CRG for complete operating details Autopilot Autopilot is a system which automatically controls attitude and or flight path of the airplane as directed by the pilot through the system s computer Flight Flight Director is a system which provides visual Director recommendations to the pilot to allow him to manually control the airplane attitude and or flight path in response to his desires as selected through the system s computer Automated AFCS appli
361. isplay on BAT AMPS indicates battery discharge while a positive display indicates battery charging 7 78 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION GROUND SERVICE PLUG RECEPTACLE A ground service plug receptacle permits the use of an external power source for cold weather starting and during lengthy maintenance work on the electrical and avionics equipment External power control circuitry is provided to prevent the external power and the battery from being connected together during starting The external power receptacle is installed on the left side of the engine compartment near the firewall The ground service circuit incorporates polarity reversal and overvoltage protection Power from the external power source will flow only if the ground service plug is correctly connected to the airplane If the plug is accidentally connected backwards or the ground service voltage is too high no power will flow to the electrical system thereby preventing any damage to electrical equipment LIGHTING SYSTEMS EXTERIOR LIGHTING Exterior lighting consists of three navigation lights two landing lights two taxi recognition lights two strobe lights a flashing beacon and two underwing courtesy lights All exterior lights are controlled by toggle switches located on the lighting control panel on the left side of the instrument panel The toggle switches are ON in the up position and OFF in the down
362. just prior to taxiing onto the active runway Critical areas of the airplane such as empennage wings windshield control surfaces and engine inlets should be checked to make sure they are free of ice slush and snow and that the anti ice fluid is still protecting the airplane 8 30 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE TYPE Il ANTI ICE FLUID NOTE e Freezing point of Type II fluid mixture must be at least 10 C 18 F below OAT Holdover time starts when last application has begun e Application techniques for Type II fluid are the same as for Type except that since the airplane is already clean the application should last only long enough to properly coat the airplane surfaces Type 1 fluid must be applied undiluted at ambient temperature to a clean airplane within 3 minutes after deicing is completed due to the limited holdover times of Type deice fluid However Type II fluid is sometimes heated and sprayed as a deicing fluid For this case it should be considered a Type fluid as the heat may change the characteristics of the thickening agents in the fluid Therefore Type II fluid applied in this manner will not be as effective as it would be if it were applied at ambient temperature WARNING When ground icing conditions are present a pre takeoff contamination check must be conducted by the pilot in command within 5 minutes of takeoff prefe
363. k and Customer Care Card be carried in the airplane at all times AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS As required by Federal Aviation Regulations all civil airplane of U S registry must undergo a complete inspection annual each 12 calendar months In addition to the required ANNUAL inspection airplane operated commercially for hire must have a complete inspection every 100 hours of operation The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane engine propeller and components It is the responsibility of the owner operator to ensure compliance with all applicable airworthiness directives and when the inspections are repetitive to take appropriate steps to prevent inadvertent noncompliance Continued Next Page 8 6 U S 208BPHBUS 00 55 SECTION 8 MODEL 208 51000 HANDLING SERVICE AND MAINTENANCE FAA REQUIRED INSPECTIONS Continued In lieu of the 100 HOUR and ANNUAL inspection requirements an airplane may be inspected in accordance with a progressive inspection schedule which allows the work load to be divided into smaller operations that can be accomplished in shorter time periods The Cessna Progressive Care Program has been developed to provide a modern progressive inspection schedule that satisfies the complete airplane inspection requirements of both the 100 HOUR and ANNUAL inspections as applicable to Cessna airplanes The pro
364. l displays if installed Clockwise rotation of the knob increases display brightness and counterclockwise rotation decreases brightness The displays cannot be dimmed to full dark Rotating this knob counterclockwise past the dimmest setting will place the displays in photosensitive mode 208BPHBUS 00 U S 7 81 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 STANDBY INDICATOR CONTROL KNOB The knob labeled STANDBY IND varies the intensity of the integral lighting of the standby airspeed indicator attitude indicator altimeter torque indicator and magnetic compass Clockwise rotation of the knob increases light brightness and counterclockwise rotation decreases brightness SWITCH CIRCUIT BREAKER PANEL CONTROL KNOB The knob labeled SW CB PANELS varies the intensity of the backlit LED panels These panels are inscribed with labels for most of the switches controls and circuit breakers mounted on the instrument panel Clockwise rotation of the knob increases panel brightness and counterclockwise rotation decreases brightness CIRCUIT BREAKER PEDESTAL OVERHEAD PANEL KNOB The knob labeled CB PED OVHD varies the intensity of the lights that illuminate the left sidewall switch and circuit breaker panel the flood light that illuminates the control pedestal and the post lights that illuminate the overhead panel Clockwise rotation of the knob increases panel brightness and counterclockwise rotation decreases brightness
365. l in the reservoir is pumped by the ejector boost pump or by the electric auxiliary boost pump to the reservoir manifold assembly The ejector boost pump which is driven by motive fuel flow from the fuel control unit normally provides fuel flow when the engine is operating In the event of failure of the ejector boost pump the electric boost pump will automatically turn on thereby supplying fuel flow to the engine The auxiliary boost pump is also used to supply fuel flow during starting Fuel in the reservoir manifold then flows through a fuel shutoff valve located on the aft side of the firewall This shutoff valve enables the pilot to cut off all fuel to the engine After passing through the shutoff valve fuel is routed through a fuel filter located on the front side of the firewall the fuel filter incorporates a bypass feature which allows fuel to bypass the filter in the event the filter becomes blocked with foreign material A red filter bypass flag on the top of the filter extends upward when the filter is bypassing fuel Fuel from the filter is then routed through the oil to fuel heater to the engine driven fuel pump where fuel is delivered under pressure to the fuel control unit The fuel control unit meters the fuel and directs it to the flow divider which distributes the fuel to dual manifolds and 14 fuel nozzles located in the combustion chamber For additional details concerning the flow of fuel at the engine refer to the Engine Fuel
366. lage attachment of the wing struts The externally braced wings having integral fuel tanks are constructed of a front and rear spar with formed sheet metal ribs doublers and stringers The entire structure is covered with aluminum skin The front spars are equipped with wing to fuselage and wing to strut attach fittings The aft spars are equipped with wing to fuselage attach fittings The integral fuel tanks are formed by the front and rear spars upper and lower skins and inboard and outboard closeout ribs Extensive use of bonding is employed in the fuel tank area to reduce fuel tank sealing Round nosed ailerons and single slot type flaps are made from conventional formed sheet metal ribs and smooth aluminum skin construction A slot lip spoiler mounted above the outboard end of each flap is of conventional construction The left aileron incorporates a servo tab while the right aileron incorporates a trimmable servo tab both mounted on the outboard end of the aileron trailing edge Continued Next Page 208BPHBUS 00 U S 7 7 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 AIRFRAME Continued The empennage tail assembly consists of a conventional vertical stabilizer rudder horizontal stabilizer and elevator The vertical stabilizer consists of a forward and aft spar sheet metal ribs and reinforcements four skin panels formed leading edge skins and a dorsal fin The rudder is constructed of a forward
367. lane 208BPHBUS 00 U S 8 3 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 IDENTIFICATION PLATE All correspondence regarding your airplane should include the SERIAL NUMBER The Serial Number Model Number Production Certificate PC Number and Type Certificate TC Number can be found on the Identification Plate located on the forward doorpost of the left crew door on early serial airplanes or on the left side of the tailcone below the horizontal stabilizer on later serial airplanes A Finish and Trim Plate is located on the forward doorpost of the left crew door of all airplanes and contains a code describing the interior color scheme and exterior paint combination of the airplane The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed CESSNA OWNER ADVISORIES Cessna Owner Advisories are sent to Cessna airplane owners at no charge to inform them about mandatory and or beneficial airplane service requirements and product improvements United States Airplane Owners If your airplane is registered in the U S appropriate Cessna Owner Advisories will be mailed automatically according to the latest airplane registration name and address provided to the FAA To request a duplicate Owner Advisory to be sent to an address different from the FAA airplane registration address please complete and return an Owner Advisory Application otherwise no action is required
368. le using the minimum power required to sustain flight 4 Propeller RPM must be set so as not to exceed 675 SHP with torque above 1865 foot pounds Full 675 SHP rating is available only at RPM setting of 1800 or greater Figure 2 3 Sheet 1 of 2 FAA APPROVED 2 8 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS POWER PLANT LIMITATIONS Continued ENGINE OPERATING LIMITS 5 Reverse power operation is limited to one minute These values are time limited to 20 seconds 7 For increased oil service life an oil temperature between 74 and 80 C 165 and 176 F is recommended A minimum oil temperature of 55 C 130 F is recommended for fuel heater operation at takeoff power 8 Use of this rating is intended for abnormal situations e g maintain altitude or climb out of severe icing or windshear conditions 9 When the ITT exceeds 765 C this temperature power setting is time limited to five minutes 10 The values are time limited to two seconds 11 These values are time limited up to 10 minutes 12 Per the Maximum Engine Torque for Climb figure in Section 5 13 Per the Maximum Cruise Torque figure in Section 5 14 Increase N to keep within limit Figure 2 3 Sheet 2 APPROVED 208BPHBUS 00 U S 2 9 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color significance are shown in Power Plant Inst
369. lication of the following suggested procedures and thereby tend to build public support for aviation 1 Pilots operating aircraft under VFR over outdoor assemblies of persons recreational and park areas and other noise sensitive areas should make every effort to fly not less than 2000 feet above the surface weather permitting even though flight at a lower level can be consistent with the provisions of government regulations 2 During departure from or approach to an airport climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise sensitive areas NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions or where in the pilot s judgment an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft The certificated noise level for the Model 208B at 8750 pounds maximum weight is 82 7 dB A These measurements were obtained using a takeoff profile No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at into or out of any airport FAA APPROVED 4 54 US 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE PERFORMANCE TABLE OF CONTENTS Page EE E A 5 3 Use of Performance
370. lized descent as follows Set rudder trim to neutral position Turn pitot heat on Set power for a 500 to 800 feet per minute rate of descent Set the elevator trim for a stabilized descent at 115 KIAS Use the standby attitude indicator roll pointer and index to keep wings level Check trend of compass card movement and make cautious corrections with rudder to stop the turn Upon breaking out of clouds resume normal cruising flight cb Ord OF RECOVERY FROM SPIRAL DIVE IN THE CLOUDS AHRS FAILURE DUAL AHRS FAILURE If a spiral is entered while in the clouds continue as follows 1 Retard POWER lever to idle position 2 Remove feet from rudder pedals 3 Stop turn by carefully leveling the wings using aileron control to id e roll index and roll pointer of the standby attitude indicator Cautiously apply elevator back pressure to slowly reduce the airspeed to 115 KIAS Adjust the elevator trim control to maintain an 115 KIAS glide Set rudder trim to neutral position Use aileron control to maintain wings level keep roll pointer and index aligned and constant heading Resume EMERGENCY DESCENT THROUGH THE CLOUDS procedure Upon breaking out of clouds resume normal cruising flight c co NO Cl gt APPROVED 3 38 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES SPINS Intentional spins are prohibited in this airplane Should an inadvertent spin o
371. ller area Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 45 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 EMERGENCY EXITS TYPICAL 64086 WARNING WHEN EXITING AIRPLANE AVOID PROPELLER i Crew Instruction Instruction Crew d structio oor placard placard door Pull handle in and rotate clockwise to open position Open gt Pull handle rotate counterclockwise to open position Push upper door out cargo Exit door passenger E door SUB Standard Push upper 208 Only door out WARNING OUTSIDE PROXIMITY OF a LOWER DOOR MUST BE Lift up lower CLEAR BEFORE OPENING door handle 22 4 Push door outward step through opening Push lower gt while holding door in door out and 4 open position and exit airplane exit airplane NOTE SEATING CONFIGURATION MAY NOT 25 AGREE WITH YOUR AIRPLANE ees Figure 3 2 FAA APPROVED 13 46 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES SECTION 3 ABNORMAL PROCEDURES Table Of Contents Page Abnormal LandiNg bera em Pus 3 51 Landing with Flat Main 3 51 Landing with Flat Nose 3 51 Avionics Autopllot 2 3 51 Aileron Mistrim AIL OR AIL Indication PFD 3
372. located on the left side of the instrument panel for the pilot and the right side of the instrument panel for the copilot Push to talk switches for the headsets are mounted on the control wheels Audio is controlled by the individual audio selector switches and adjusted for volume level by using the selected receiver volume controls The system is designed so that microphones are voice activated with transmission over the COM radios controlled by the push to talk switches 1 96 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION STATIC DISCHARGERS As an aid in IFR flights wick type static dischargers are installed to improve radio communications during flight through dust or various forms of precipitation rain snow or ice crystals Under P Static conditions the build up and discharge of static electricity from the trailing edges of the wings rudder elevator propeller tips and radio antennas can result loss of usable radio signals communications and navigation radio equipment Usually the ADF is first to be affected and VHF communication equipment is the last to be affected Installation of static dischargers reduces interference from precipitation static but it is possible to encounter severe precipitation static conditions which might cause the loss of radio signals even with static dischargers installed Whenever possible avoid known severe precipitation areas to prevent
373. location of the combustion chamber liner eliminates the need for a long shaft between the compressor and the compressor turbine thus reducing the overall length and weight of the engine Fuel is injected into the combustion chamber liner by 14 simplex nozzles supplied by a dual manifold the mixture is initially ignited by two spark igniters which protrude into the combustion chamber liner The resultant gases expand from the combustion chamber liner reverse direction and pass through the compressor turbine guide vane to the compressor turbine The turbine guide vanes ensure that the expanding gases impinge on the turbine blades at the proper angle with a minimum loss of energy The still expanding gases pass forward through a second set of stationary guide vanes to drive the power turbine The compressor and power turbines are located in the approximate center of the engine with their shafts extending in opposite directions The exhaust gas from the power turbine is directed through an exhaust plenum to the atmosphere via a single exhaust port on the right side of the engine The engine is flat rated at 675 shaft horsepower 1865 foot pounds torque at 1900 RPM varying linearly to 1970 foot pounds torque at 1800 RPM The speed of the gas generator compressor turbine Ng is 37 500 RPM at 100 N Maximum permissible speed of the gas generator is 38 100 RPM which equals 101 6 The power turbine speed is 33 000 RPM at a propeller shaft sp
374. loss of dependable radio signals If avoidance is impractical minimize airspeed and anticipate temporary loss of radio signals while in these areas Static dischargers lose their effectiveness with age and therefore should be checked periodically at least at every annual inspection by qualified avionics technicians etc If testing equipment is not available it is recommended that the wicks be replaced every two years especially if the airplane is operated frequently in IFR conditions The discharger wicks are designed to unscrew from their mounting bases to facilitate replacement 12VDC POWER OUTLET A power converter located below the copilot seat reduces the airplane s 28VDC power to 12VDC This converter provides up to 10 amps of power to operate portable devices such as notebook computer and audio players The power output connector POWER OUTLET 12V is located on the center pedestal Refer to Typical Instrument Panel figure 208BPHBUS 00 U S 7 97 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 AUXILIARY AUDIO INPUT JACK An auxiliary audio input jack AUX AUDIO IN is mounted on the lower aft face of the pedestal Refer to Typical Instrument Panel figure It allows connection of entertainment audio devices such as cassette compact disc and players to play music over the airplane s headsets The signal from AUX AUDIO IN is automatically muted during radio communications or pilot selection o
375. m Climb ITT and Ng limits Refer to Maximum Engine Torque for Climb chart in Section 5 CAUTION Engine operations which exceed 740 C ITT reduce engine life For every 10 below 30 C ambient temperature reduce maximum allowable Ng by 2 2 FAA APPROVED 208BPHBUS 01 U S 4 27 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 CRUISE 1 Ice Protection if installed AS REQUIRED a PITOT STATIC HEAT ON when OAT is below 5 C 41 F STALL ON when OAT is below 5 C 41 F c PROPHEAT ON when OAT is below 5 C 41 F 2 INERTIAL SEPARATOR a eal SET 3 PROP RPM 1600 to 1900 RPM 4 POWER essre nodas Gs eee ese SET observe Maximum Cruise ITT and Ng limits Refer to Cruise Performance and or Cruise Maximum Torque charts in Section 5 Fuel Balariee ae meres CHECK maximum 200 pounds imbalance NOTE Engine operations which exceed 740 C ITT can reduce engine life CAUTION For every 10 below 30 C ambient temperature reduce maximum allowable Ng by 2 2 DESCENT 1 4 28 Ice Protection if installed AS REQUIRED a PITOT STATIC HEAT ON when OAT is below 5 C 41 F b STALL HEAT ON when OAT is below 5 C 41 c PROPHEAT ON when OAT is below 5 C 41 INERTIAL SEPARATOR 4 2 0
376. m their previous position 7 Drain all fuel drain points every 30 days and check for water accumulation Prolonged storage of the airplane will result in a water buildup in the fuel which leaches out the fuel additive An indication of this is when an excessive amount of water accumulates at the fuel drain points Refer to Fuel Additive in this section for minimum allowable additive concentrations BULB REPLACEMENT DURING FLIGHT The Bulb Replacement figure provides instructions to aid the pilot to replace annunciator panel light bulbs without tools during flight It is suggested that spare bulbs be stored in the map compartment However if a spare bulb is not available an identical bulb which is available from other lights listed herein can be substituted for the defective bulb For a listing of other bulb requirements and specific tools needed refer to the Maintenance Manual for this airplane 8 48 U S 208BPHBUS 00 55 MODEL 208B 51000 NOTE ANNUNCIATOR PANEL LIGHTS Push in on face of light assembly and allow assembly to pop out Pull assembly out to limit of its hinged retainer and allow it to rotate 90 degrees down Retainer will keep light assembly suspended in this postion Lift defective bulb out of assembly and replace with MS25237 327 bulb MS25237 8918 14 volt bulb in IGNITION ON light assembly only Rotate light assembly upward into position and press into place Each light assembly contains two b
377. maining runway Those extra items on the checklist will provide added safety after a failure of this type Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff Feathering the propeller substantially reduces drag thereby providing increased glide distance In most cases the landing should be planned straight ahead with only small changes in direction to avoid obstructions Altitude and airspeed are seldom sufficient to execute a 180 gliding turn necessary to return to the runway The checklist procedures assume that adequate time exists to secure the fuel and electrical systems prior to touchdown After an engine failure in flight the best glide speed as shown in Figure 3 1 should be established as quickly as possible Propeller feathering is dependent on existing circumstances and is at the discretion of the pilot Maximum RPM selection will provide increased gas generator windmilling speed for emergency restarts in the event of a starter failure On the other hand to obtain the maximum glide the propeller must be feathered Continued Next Page FAA APPROVED 13 30 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES ENGINE FAILURE Continued While gliding toward a suitable landing area an effort should be made to identify the cause of the power loss An engine failure might be identified by abnormal temperatures mec
378. me spray equipment may apply Type and Type III fluids Line personnel should be supervised by the pilot in command to ensure proper application of Type deice and Type ll Type or Type IV anti ice fluids NOTE Deicing fluids are not intended for use in removing snow deposits Snow is best removed by mechanically sweeping or brushing it from the airplane structure Use caution not to damage any airplane structure or antennas when removing Snow Continued Next Page 8 26 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B 51000 HANDLING SERVICE AND MAINTENANCE GROUND DEICE ANTI ICE OPERATIONS Continued Deicing may be accomplished using the ambient temperature available from a heated hangar or by mechanical means using a glycol based Freezing Point Depressant FPD Type fluid A heated hangar is an excellent option to deice airplanes and must be utilized whenever possible However care must be exercised to make sure that all melted precipitation is removed from the airplane to prevent refreezing once the airplane is moved from the hangar to the flight line Type deicing fluids should be sprayed on the airplane with engine shutdown in a manner that minimizes heat loss of fluid to the air The fluid should be applied in a temperature range from 160 F to 180 F 71 C to 82 C using a solid cone pattern of large coarse droplets Fluid should be sprayed as close as possible to the airplane surfaces but not closer than a
379. mpler Drain to check for water sediment and proper fuel before each flight and after each refueling If water is observed take additional samples until clear Take repeated samples from all fuel drain points until all contamination has been removed 8 NAV and STROBE Lights CHECK verify condition and cleanliness FAA APPROVED 208BPHBUS 00 U S 4 9 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 LEFT WING Trailing Edge 1 Fuel Tank Vent CHECK verify no obstructions 2 Aileron and Servo CHECK verify condition and security 3 Static Wicks 4 CHECK verify condition 4 600 Se ea Raa ee a verify condition and security 5 Flap Leading Edge Vortex Generators CHECK verify condition and security wwe hate ee eeu urea ieee NES CHECK verify condition and security FAA APPROVED 4 10 U S 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES MEASURED FUEL DEPTH VS FUEL QUANTITY Universal XL Fuel Quantity Generic Fuel Fuel Quantity Fuel Gage Gage Inches Gage Scale Gallons Pounds Inches Gallons Pounds Figure 4 2 FAA APPROVED
380. n 7 40 Typical Engine Components 7 42 Engine Controls QR RE E ad 7 43 Power 7 43 Emergency Power 7 44 Propeller Control Lever 7 45 Fuel Condition 7 46 Quadrant Friction 7 46 Engine Instrument System 5 7 46 Torque Indications 7 47 Propeller RPM Indications 7 47 oS RA 7 47 Gas Generator RPM Indications 7 47 Fuel Flow 7 48 Oil Pressure 7 48 Oil Temperature Gage 7 48 New Engine Break In and 7 48 Engine Lubrication 7 49 See out 7 50 Air Induction System 7 51 Inertial Separator 5 7 52 Engine All FIOW drm Boe arene 7 53 Exhaust 5 7 54 Engine Fuel 5 7 54 Co
381. n Oil grease soap lipstick lip balm and other fatty materials constitute a serious fire hazard when in contact with oxygen Be sure hands and clothing are oil free before handling oxygen equipment STALLS Stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations Idle power stall speeds at maximum weight for both forward and aft C G are presented in Section 5 NOTE Practice of stalls should be done conservatively and with sufficient altitude for a safe recovery FAA APPROVED 4 50 US 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES LANDING NORMAL LANDING Normal landing approaches can be made with power on or idle power with any flap setting desired and the PROP RPM Lever set at 1900 Use of FULL flaps is normally preferred to minimize touchdown speed and subsequent need for braking For a given flap setting surface winds and turbulence are usually the primary factors in determining the most comfortable approach speed Actual touchdown should be made with idle power and on the main wheels first just slightly above stall speed The nose wheel is then gently lowered to the runway the POWER Lever repositioned to the BETA range and brakes applied as required When clear of the runway reposition the FUEL CONDITION Lever from HIGH IDLE to LOW IDLE This will reduce cabin and exterior noise le
382. n the GCU will automatically control the generator line contactor for normal generator operation The RESET and TRIP positions are momentary positions and are spring loaded to the ON position If a momentary fault should occur in the generating system as evidenced by the Amber GENERATOR OFF CAS MSG Red VOLTAGE LOW CAS MSG and or Red VOLTAGE HIGH CAS MSG the generator switch can be momentarily placed in the RESET position to restore generator power If erratic operation of the generating system is observed the system can be shutoff by momentarily placing the generator switch to the TRIP position After a suitable waiting period generator operation may be recycled by placing the generator switch momentarily to RESET STANDBY ALTERNATOR POWER SWITCH The standby alternator system switch is a two position toggle type switch labeled STBY ALT POWER There is also an amber LED above the switch that illuminates when the BATTERY switch is in the OFF position with STBY ALT POWER in the ON position This is an alert to the operator to help prevent accidental discharging of the battery that can occur if the STBY ALT POWER switch is left ON after shutdown 208BPHBUS 00 U S 7 73 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 AVIONICS POWER SWITCHES Electrical power from the airplane power distribution bus to the avionics buses see Typical Electrical System figure is controlled by two toggle type switch breakers located on
383. n and obstructions 5 Nonesential Equipment except BATTERY GENERATOR and STBY ALT OFF 6 WINGFLAPS Handle FULL DOWN on final approach EU CCL Ey Senile aat ea hee 80 KIAS 8 Crew Doors UNLATCH PRIOR TO TOUCHDOWN 9 STBY ALT PWR Switch OFF 10 GENERATOR Switch 11 BATTERY SWIIQU e ortho 12 SLIGHTLY TAIL LOW 19 POWER Lever a iR wr ERAS BETA RANGE 14 FUEL CONDITION CUTOFF 19 Brakes APPLY HEAVILY FAA APPROVED 208BPHBUS 00 U S 3 13 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 DITCHING T TRANSMIT MAYDAY 121 5 MHz Give location intentions and SQUAWK 7700 if transponder is installed 2 Heavy Objects in SECURE if passenger is available to assist 3 Seats Seat Belts Shoulder Harnesses SECURE 4 WING FLAPS FULL DOWN 5 POWER ESTABLISH 300 FT MIN DESCENT AT 80 KIAS 6 Approach High INTO THE WIND b Light Winds Heavy Swells PARALLEL TO SWELLS Y coni ERA dee TEES CUSHION at TOUCHDOWN with folded coat or similar object 8 Touchdown NO FLARE maintain descent attitude Alpa ade d
384. n any location within this area In addition to the pilot in command and flight crew member if used other personnel such as cargo receiving and loading personnel should be properly trained concerning the acceptance handling storage loading and unloading of hazardous materials if these materials are to be carried Information and regulations pertaining to the air transportation of hazardous materials is outlined in the Code of Federal Regulation CFR Title 49 and in the International Civil Aviation Organization ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air Additional details on training subject matter and location references for this information are included in the Cargo Loading Manual for this airplane Some general guidelines important to safe carriage of hazardous materials are also described in the Cargo Loading Manual EQUIPMENT LIST For a complete list of equipment installed in the airplane as delivered from the manufacturer refer to the equipment list furnished with the airplane 6 26 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST CABIN INTERNAL DIMENSIONS CARGO VERSION CARGO DOOR LEFT SIDE CARGO BARRIER NETS CABIN HEIGHT AFT WALL MEASUREMENTS m CREW DOOR 1 EACH SIDE 46 18 r 48 3 116 gt 50 9 24 SIATIONS 100 0 1180 166 0 282 0 332 0 356 0 DOOR OPENING
385. n the aft side of the cargo barrier Placards above the horizontal lines caution that the maximum allowable load behind the barrier is 3400 pounds total and that zones forward of the last loaded zone must be at least 75 full by volume Refer to the Cargo Barrier and Barrier Nets figure for additional details Continued Next Page 208BPHBUS 00 U S 6 19 SECTION 6 55 WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 CABIN CARGO AREA Continued WARNING When utilized the cargo barrier and its attached nets provide cargo forward crash load restraint and protection of the pilot and front passenger however the cargo must still be secured to prevent it from shifting due to takeoff flight landing and taxi accelerations and decelerations On the passenger version if passengers as well as cargo are located aft of the barrier cargo placement must allow movement and exit of the passengers and the cargo must be secured for crash load restraint conditions Refer to Cargo Load Restraint in this section for additional information concerning cargo restraint with and without a cargo barrier Make sure the barrier net fasteners are secured for takeoff flight and landing operations and are momentarily detached only for movement of the nets for loading or unloading of items through the crew area Cargo partition nets are available and can be installed to divide the cargo area into convenient compartments Partitions may
386. nal bleed air heat to augment the hot compressor outlet bleed air supply during periods of cold ambient temperature With the push pull control in the FLT position pushed in cabin return air is mixed with the hot compressor outlet air in the mixer muffler This recirculation of cabin return air enables the heating system to maintain the desired temperature for proper cabin heating If desired the FLT position of the push pull control can be used on the ground when ambient temperatures are mild and maximum heating is not required In this mode the excess warm compressor bleed valve air available at power settings below 92 Ng is exhausted overboard from the mixing air valve CAUTION The mixing air push pull control should always be in the FLT position pushed in when the airplane is in flight Cabin return air must be allowed to flow through the mixing valve and blend with hot compressor outlet air during high engine power operation in order to maintain proper temperature in the cabin heat distribution system If the FLT position is not used during flight the system may overheat and cause an automatic shutdown 7 88 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION AFT FORWARD CABIN PUSH PULL CONTROL A push pull control labeled AFT CABIN PULL FWD CABIN PUSH is located on the cabin heat switch and control panel With the control in the AFT CABIN position pulled out heated air is directe
387. ndicator markings and their color code significance are shown in Airspeed Indicator Markings chart KIAS VALUE OR RANGE SIGNIFICANCE Red Band 20 50 Low Airspeed Warning Full Flap Operating Range Lower limit is maximum weight Vso in White Band 50 125 landing configuration Upper limit is maximum speed permissible with flaps fully extended Normal Operating Range Lower limit is maximum weight Vs at most 63 175 forward C G with flaps retracted Upper limit is maximum operating speed Maximum speed for all operations Figure 2 2 Green Band FAA APPROVED 208BPHBUS 00 U S 2 5 SECTION 2 55 LIMITATIONS MODEL 208B G1000 POWER PLANT LIMITATIONS Engine Manufacturer Pratt amp Whitney Canada Inc Engine Model PT6A 114A Engine Operating Limits Refer to Engine Operating Limits chart Fuel Grade and Approved Fuel Additives Refer to Fuel Limitations Oil Grade Specification Oil conforming to Pratt amp Whitney Engine Service Bulletin No 1001 and all revisions or supplements thereto must be used Refer to Section 8 for a listing of approved oils When adding oil service the engine with the type and brand which is currently being used in the engine CAUTION Do not mix types or brands of oil PROPELLER Propeller Manufacturer McCauley Propeller Systems Propeller Model Number 3GFR34C703 106GA 0 Propeller Diamete
388. nds each main The main landing gear must be supported by stands blocks etc on the main gear scales to a position at least four inches higher than the nose gear as it rests on an appropriate scale This initial elevated position will compensate for the difference in waterline station between the main and nose gear so that final leveling can be accomplished solely by deflating the nose gear tire b Deflate the nose tire to properly center the bubble in the level see Airplane Weighing Form Since the nose gear strut contains an oil snubber for shock absorption rather than an air oil strut it can not be deflated to aid in airplane leveling 3 Weighing a Weigh airplane in a closed hangar to avoid errors caused by air currents b With the airplane level and brakes released record the weight shown on each scale Deduct the tare from each reading 4 Measuring a Obtain measurement A by measuring horizontally along airplane centerline from a line stretched between the main wheel centers to a plumb bob dropped from the center of the nose jack point located below the firewall and housed within the nose strut fairing b Obtain measurement B by measuring horizontally and parallel to the airplane centerline from center of nose wheel axle left side to a plumb bob dropped from the line between the main wheel centers Repeat on right side and calculate the average of the measurements 5 Using weights from step 3 and measurements fr
389. nected to the left PFD and standby instruments only Refer to Section 5 Performance for airspeed and altimeter corrections IF STANDBY AIRSPEED AND COPILOT PFD AGREE PILOT PFD DIFFERS 2 SENSOR Softkey pilot PRESS 3 ADC2 PRESS 4 PFD ADI CONFIRM BOTH ON ADC is displayed on both PFDs If ice begins to form near the pitot port forward end of the pitot static tube IF PILOT PFD AND STANDBY AIRSPEED AGREE COPILOT PFD DIFFERS 2 Pilot and Copilot NOTE Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 73 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 STATIC HEATER FAILURE Amber L OR L R P S HEATER CAS MSG Continued IF ALTITUDES AGREE 1 Airspeed 120 KIAS MINIMUM on slowest indicator 2 Monitor all three airspeed indicators during changes in power setting or altitude to determine which indicators are inaccurate Indications of inaccurate airspeed include a change in indicated airspeed when power changed and altitude maintained b Indicated airspeed increases when climbing or decreases when descending 3 Use SENSOR REVERSION to select most accurate ADC on the affected PFD 4 Airspeed RESUME NORMAL SPEEDS IF ALTITUDES DO NOT AGREE Amber ALT MISCOMP INDICATION PFD 1 Altimeter Set
390. ng System CAS portion of the Primary Flight Display PFD in front of each pilot Some Garmin G1000 faults are also displayed as messages in the Primary Flight Display PFD or Multi Function Display MFD These messages are listed within the appropriate portion of the Emergency and Abnormal procedures sections of the FAA Approved POH AFM or appropriate Garmin Cockpit Reference Guide for the 208 series aircraft Emergency procedures are generally associated with Red CAS MSG s or Garmin G1000 messages Some procedures such as Maximum Glide Emergency Landing are not associated with any particular message but can involve one or more messages All emergency procedures are organized by appropriate systems and include each Red CAS or Garmin message if applicable exactly as it appears on the PFD or MFD Emergency Procedures require immediate pilot recognition and corrective action by the crew Red CAS MSG s will flash and pressing the WARNING softkey will silence the repeating chime and change the CAS MSG to steady Continued Next Page FAA APPROVED 3 6 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES OPERATING PROCEDURES GENERAL Continued Some emergency situations require immediate memorized corrective action These numbered steps are printed in boxes within the emergency procedures and should be accomplished without the aid of the checklist Abnormal Procedures are general procedures that can be as
391. nk or airplane painted surface e Use not less than 20 fluid ounces of additive per 156 gallons of fuel or more than 20 fluid ounces of additive per 104 gallons of fuel PROCEDURE FOR CHECKING FUEL ADDITIVES Prolonged storage of the airplane will result in a water buildup in the fuel which leaches out the additive An indication of this is when an excessive amount of water accumulates in the fuel tank sumps The concentration of additive can be checked using an anti icing additive concentration test kit For additional information about this kit refer to Chapter 12 of the 208B Series Maintenance Manual It is imperative that the instructions for the test kit be followed explicitly when checking the additive concentration The additive concentrations by volume for EGME DIEGME shall be 0 10 minimum and 0 15 maximum either individually or mixed in a common tank Fuel when added to the tank should have a minimum concentration of 0 10 by volume CAUTION If the fuel additive concentration has fallen below 0 035 by volume the airplane should be defueled and refueled Continued Next Page 8 20 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE FUEL ADDITIVES Continued If additional anti static protection is desired the following additive is approved for use Dupont Stadis 450 CAUTION Additives shall not exceed a maximum concentration of 1 part per million by weight
392. nt high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range Holdover time may be reduced when airplane skin temperature is lower than OAT 8 32 0 5 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE TYPE IV ANTI ICE FLUID Continued NOTE Freezing point of Type IV fluid mixture must be at least 10 C 18 F below OAT Holdover time starts when last application has begun Application techniques for Type IV fluid are the same as for Type except that since the airplane is already clean the application should last only long enough to properly coat the airplane surfaces Type IV fluid must be applied undiluted at ambient temperature to a clean airplane within 3 minutes after deicing is completed due to the limited holdover times of Type deice fluid However Type IV fluid is sometimes heated and sprayed as a deicing fluid For this case it should be considered a Type fluid as the heat may change the characteristics of the thickening agents in the fluid Therefore Type IV fluid applied in this manner will not be as effective as it would be if it were applied at ambient temperature CAUTION e Some Type IV fluids could form a thick or high strength gel during dry out and when rehydrated form a slippery film e Some Type fluids exhibit poor aerodynamic elimination flow off qualities at colder temperatures Heated a
393. ntrols the minimum RPM of the gas generator turbine N when the power lever is in the IDLE position The FUEL CONDITION Lever has CUTOFF LOW IDLE and HIGH IDLE positions The CUTOFF position shuts off all fuel to the engine fuel nozzles LOW IDLE positions the control rod stop to provide an RPM of 52 Ng HIGH IDLE positions the control rod stop to provide an RPM of 65 Ng 208BPHBUS 00 U S 7 45 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 QUADRANT FRICTION LOCK A quadrant friction lock located on the right side of the pedestal is provided to minimize creeping of the engine controls once they have been set The lock is a knurled knob which increases friction on the engine controls when rotated clockwise ENGINE INSTRUMENT SYSTEM EIS The G1000 Engine Indication System provides graphical indicators and numeric values for engine fuel and electrical system parameters to the pilot The EIS is shown in a vertical strip on the left side of the PFD during engine starts and on the MFD during normal operation If either the MFD or PFD fails during flight the EIS is shown on the remaining display The EIS consists of two pages that are selected using the ENGINE softkey The ENGINE page provides indicators for Engine Torque Engine ITT Gas Generator Propeller RPM Oil Pressure Oil Temperature Fuel Quantity Fuel Flow Battery Amps Bus Voltage and either Anti Ice Fluid Remaining or Propeller Amps When
394. o 68 69 8750 8300 7800 7300 NOTE 1 Do not exceed torque limit for takeoff per MAXIMUM ENGINE TORQUE FOR TAKEOFF chart When ITT exceeds 765 C this power setting is time limited to 5 minutes 2 With climb power set below the torque limit decrease climb gradient by 10 FT NM for INERTIAL SEPARATOR set in BYPASS and 40 FT NM for CABIN HEAT ON 3 Where climb gradient values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those climb gradients which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 32 FAA APPROVED 5 76 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD CRUISE CLIMB FLAPS UP 115 KIAS CONDITIONS 1900 RPM INERTIAL SEPARATOR NORMAL Weight fessure Hate of Feet Per Minute FEM Pounds Altitude Feet NOTE 1 Torque set at 1865 foot pounds or lesser value must not exceed maximum climb ITT of 765 C or Ng of 101 6 2 With climb power set below the torque limit decrese rate of climb by 50 FPM for INERTIAL SEPARATOR set in BYPASS and 70 FPM for CABIN HEAT ON 3 Where rate of climb values have been replaced by dashes an appreciable rate of climb for the weight shown cannot be expected or operating temperature limits of the airplane would be greatly exceed
395. o Descend chart or in the Fuel and Time Required Maximum Cruise Power chart and Fuel and Time Required Maximum Range Power chart The longer detailed method will be used for this sample problem but the use of Fuel and Time Required Maximum Cruise Power or Fuel and Time Required Maximum Range Power charts will provide the desired information for most flight planning purposes Assuming a maximum climb Time Fuel and Distance to Climb Maximum Rate Climb chart may be used to determine the time fuel and distance to climb by reading values for a weight of 8000 pounds and a temperature 20 C above standard The difference between the values shown in the table for 4000 feet and 12 000 feet results in the following Time 16 Minutes Fuel 94 Pounds Distance 33 Nautical Miles Continued Next Page FAA APPROVED 5 6 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE FUEL REQUIRED Continued Similarly Time Fuel and Distance to Descend chart shows that a descent from 12 000 feet to sea level results in the following Time 15 Minutes Fuel 72 Pounds Distance 43 Nautical Miles The distances shown on the climb and descent charts are for zero wind A correction for the effect of wind may be made as follows Distance during climb with no wind 33 Nautical Miles Decrease in distance due to wind 16 60 X 10 knot headwind 3 Nautical Miles Corrected distance to climb 30 Nautical Miles Similarly the distan
396. o all CRUISE MAXIMUM TORQUE Charts 1 The highest torque shown for each temperature and RPM corresponds to maximum allowable cruise power Do not exceed this torque 740 C ITT or 101 6 Ng whichever occurs first 2 With the INERTIAL SEPARATOR in BYPASS and power set below the torque limit 1865 foot pounds decrease the maximum cruise torque by 115 foot pounds Do not exceed 740 C ITT Fuel flow for a given torque setting will be 15 pounds per hour PPH higher 3 With the CABIN HEAT ON and power set below the torque limit 1865 foot pounds decrease maximum cruise torque by 80 foot pounds Do not exceed 740 C ITT Fuel flow for a given torque setting will be 7 PPH higher 4 Where torque values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those torque values which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 37 Sheet 1 of 7 208BPHBUS 01 U S 5 93 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SEPARATOR NORMAL Refer to sheet 1 for appropriate notes applicable to this chart Pressure Altitude Pressure Altitude Pressure Altitude Figure 5 37 Sheet 2 5 94 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD CRUISE MAXIMUM TORQUE CONDITIONS INERTIAL SE
397. o extend or retract a Guarded and Safetied STBY FLAP MOTOR Switch Overhead MOVE GUARD BREAKING SAFETY WIRE AND POSITION SWITCH TO STBY b Guarded and Safetied STBY FLAP MOTOR UP DOWN Switch MOVE GUARD BREAKING SAFETY WIRE AND POSITION SWITCH UP OR DOWN Hold switch until flaps reach desired position except release switch before flaps reach full up or full down travel CAUTION With the standby flap system in use limit switches which normally shut off the primary flap motor when reaching the flap travel limits are electrically inactivated Therefore the pilot must release the standby flap motor up down switch before the flaps reach their travel limit to prevent overloading and damage to the flap system 3 Guarded STBY FLAP MOTOR Switch LEAVE in STBY until maintenance action can be accomplished FAA APPROVED 208BPHBUS 01 U S 3 71 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 FUEL AUXILIARY FUEL BOOST PUMP ON Amber FUEL BOOST ON CAS MSG 1 FUEL BOOST Switch CHECK ON IF CONDITIONS DO NOT WARRANT ITS USE 2 FUEL BOOST NORM LOSS OF FUEL PRESSURE Amber FUEL PRESS LOW CAS MSG 1 FUEL TANK SELECTORS BOTH ON 2 FUEL BOOST se stes neues d ON 3 IGNITION 5 ON 4 If FUEL PRESS LOW CAS MSG extinguishes
398. o facilitate boarding or loading cargo during night operations Two lights are located above the center cabin area one above the aft cargo door and one above the aft passenger door Controls for the lighting system consists of one 2 way toggle switch labeled CABIN on the lighting control panel as well as a rocker switch just forward of both the aft passenger and cargo doors All three of these switches will toggle all cabin on or off at any time regardless of the other switch positions The circuit for the cabin lights is protected by a pull off type circuit breaker labeled CABIN LTS on the J Box panel in the engine bay CABIN LIGHTS WITH TIMER if installed The 208B cabin light system with timer consists of four cabin lights installed on the interior of the airplane and courtesy lights under each wing to facilitate boarding or loading cargo during night operations Two lights are located above the center cabin area one above the aft cargo door and one above the aft passenger door Controls for the lighting system consists of one 3 way momentary switch labeled CABIN on the lighting control panel as well as a rocker switch just forward of both the aft passenger and cargo doors The passenger door toggle switch will control all lights except the cargo door light while the cargo door toggle switch will control only the cargo door light The 3 way momentary switch labeled CABIN on the lighting control panel will control all lights regardles
399. occurs in flight consideration should be given to landing at an airport where corrective maintenance can be performed FAA APPROVED 208BPHBUS 01 U S 3 7 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL 1 POWER BETA RANGE PNE SIT Shc eRe EET EET APPLY 3 WING FLAPS RETRACT IF AIRPLANE CANNOT BE STOPPED ON REMAINING RUNWAY 4 FUEL CONDITION CUTOFF 5 FUEL SHUTOFF PULL OFF 6 FUEL TANK SELECTORS OFF warning horn will sound f EFERY SWItGlE 52 912 eho ERE OFF ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF T SAIESDOOU eise E a ater O E ER 85 KIAS 2 PROP RPM FEATHER 3 WING FLAPS Handle AS REQUIRED 20 recommended 4 FUEL CONDITION CUTOFF 5 FUEL SHUTOFF PULL OFF 6 FUEL TANK SELECTORS OFF warning horn will sound BATTERY SWIN eos EN OFF ENGINE FAILURE DURING FLIGHT Tc Alrspeed aues aen imu EEP as 95 KIAS 2 POWER IDLE PROP RPM FEATHER 4 FUEL CONDITION CUTOFF 5
400. off position This knob should normally be pushed in unless a fire is suspected in the engine compartment CAUTION Do not place the cabin heat firewall shutoff knob in the OFF position when the mixing air control is in the GRD position because a compressor stall will occur at low power settings when the compressor bleed valve is open The engine must be shut down to relieve back pressure on the valves prior to opening the valves 208BPHBUS 00 U S 7 89 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 VENT AIR CONTROL KNOBS Two vent air control Knobs labeled VENT AIR are located on the overhead console The knobs control the operation of the shutoff valves in each wing which control the flow of ventilating air to the cabin The knob on the right side of the console controls the right wing shutoff valve and similarly the knob on the left side controls the left wing shutoff valve When the vent air control knobs are rotated to the CLOSE position the wing shutoff valves are closed rotating the knobs to the OPEN position progressively opens the wing shutoff valves When the optional cabin ventilation fans are installed rotating the knobs to the full OPEN position also turns on the ventilation fans INSTRUMENT PANEL VENT KNOBS Two vent knobs labeled VENT PULL ON are located one on each side of the instrument panel Each knob controls the flow of ventilating air from an outlet located adjacent to each knob Pulling
401. oling System uU fic Sole di do on 7 55 Starting System 7 56 Engine Accessories 7 56 ate es a SL 7 57 Fuel PUMP e 7 57 Ng 7 57 Propeller 7 58 7 58 7 58 Interstage Turbine Temperature Sensing System 7 58 Propeller Governor 7 59 Continued Next Page 7 2 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION TABLE OF CONTENTS Continued Page Propeller Overspeed 7 59 Engine Fire Detection 7 59 Engine Gear Reduction 7 60 Chip Detects 22 ee ES Bee de aos adeant EE 7 60 Oil Breather Drain 7 60 Propeller With e d Qe eee I 7 61 Overspeed Governor Test 7 62 Fuel System ONE Us 7 62 Fuel System 7 64 Fuel Quantity Data
402. olvent Most efficient cleaning is done using a spray type cleaner Before spray cleaning make sure that protection is afforded for components that might be adversely affected by the solvent Refer to the Maintenance Manual for proper lubrication of controls and components after engine cleaning The benefits of performance improvements and increased service life of hot section parts accruing from instituting a regular compressor wash program cannot be overemphasized A compressor wash ring is installed on the top of the engine adjacent to the induction air inlet screen to facilitate this maintenance program Compressor washes can be performed by either motoring the engine with the starter or running the engine Depending on the nature of the operating environment and the type of deposits in the engine gas path either of the two wash methods can be used to remove salt or dirt and other baked on deposits that accumulate over a period of time and Cause engine performance deterioration When the wash is performed solely to remove salt deposits it is known as a desalination wash wash performed to remove baked on deposits to improve engine performance is known as a performance recovery wash A motoring wash is conducted at a gas generator RPM of 14 25 the running wash is carried out at an approximately 60 23 000 RPM water or cleaning mixture and rinsing solution dependent on ambient temperature is injected at different p
403. om step 4 the airplane weight and C G can be determined 6 Basic Empty Weight may be determined by completing the Airplane Weighing Form in this section 208BPHBUS 00 U S 6 7 SECTION 6 55 WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 WEIGHT AND BALANCE The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations To figure weight and balance use the sample Loading Problem Weight and Moment Tables and Center of Gravity Moment Envelope as follows 1 Take the basic empty weight and moment from appropriate weight and balance records carried in your airplane and enter them in the column titled YOUR AIRPLANE on the Sample Loading Problem NOTE In addition to the basic empty weight and moment noted on these records the C G arm Fuselage Station is also shown but need not be used on the Sample Loading Problem the moment which is shown must be divided by 1000 and this value used as the moment 1000 on the loading problem 2 Use the Weight and Moment Tables to determine the moment 1000 for each additional item to be carried then list these on the loading problem NOTE Information on the Weight and Moment Tables for different fuel grades is based on average fuel density at fuel temperatures of 60 F However fuel weight increases approximately 0 1 pounds per gallon for each 25 F decrease in fuel temperature Therefore when envir
404. omatically be terminat d by a speed sensing switch located in the starter generator The starter generator is controlled by a three positioned starter switch located on the left sidewall switch and circuit breaker panel The switch has OFF START and MOTOR positions The OFF position deenergizes the ignition and starter circuits and is the normal position at all times except during engine start The START position of the switch energizes the starter generator which rotates the gas generator portion of the engine for starting Also the START position energizes the ignition system provided the ignition switch is in the NORMAL position When the engine has started the starter switch must be manually placed in the OFF position to de energize the ignition system and activate the generator system The MOTOR position of the switch motors the engine without having the ignition circuit energized and is used for motoring the engine when an engine start is not desired This can be used for clearing fuel from the engine washing the engine compressor etc The MOTOR position is spring loaded to the OFF position Also an interlock between the MOTOR position of the starter switch and the ignition switch prevents the starter from motoring unless the ignition switch is in the NORMAL position This prevents unintentional motoring of the engine with the ignition on Starter contactor operation is indicated by an Amber STARTER ON CAS MSG ENGINE ACCESSORIES All
405. ompartment Loadings 6 22 Center of Gravity lt 6 23 Cargo Load 6 24 Prevention of 6 24 Transportation of Hazardous 5 6 26 Equipment Diss ss v vate Done e P debate dere aa 6 26 Cabin Internal 5 5 6 27 Pod Internal Dimensions and Load Markings 6 29 Cabin Internal Load Markings 6 30 Cargo Barrier and Barrier Nets 6 31 Cargo Partition Net 6 32 Maximum Cargo 51 6 33 Cargo Tie Down Attachments 6 34 Cabin Internal Loading 6 36 Cargo Pod Loading Arrangement 6 39 Loading Tie Down by Zone and 6 40 Typical Cargo Restraint 6 41 Weight and Moment 6 42 Sample Loading Problem 6 49 Center of Gravity 6 51 Center of Gravity Moment 6 52 208BPHBUS 00 U S 6 1 6 2 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT
406. on a dry grass runway increase distances by 15 of the Ground Roll figure 4 With takeoff power set below the torque limit 1865 foot pounds increase distances both ground roll and total distance by 3 for INERTIAL SEPARATOR in BYPASS and increase ground roll by 5 and total distance by 9 for CABIN HEAT ON 5 Where distance values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those distances which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only 6 For operation above 40 C and below the operating temperature limits increase distances at 40 C by 20 Figure 5 27 Sheet 1 of 5 FAA APPROVED 208BPHBUS 00 U S 5 65 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD SHORT FIELD TAKEOFF DISTANCE CONDITIONS Flaps 20 1900 RPM Torque Set Per Figure 5 8 CABIN HEAT OFF Paved Level Dry Runway INERTIAL SEPARATOR NORMAL Zero Wind Refer to Sheet 1 for appropriate notes applicable to this chart Lift Off 70 KIAS 8750 Pounds Speed at 50 Feet 83 KIAS Pressure Altitude Dist To Dist To Clear 50 Clear 50 Foot Foot Obst Obst Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 27 Sheet 2 FAA APPROVED 5 66 U S 208BPHBUS 00 55 SECTION 5 MODEL 20
407. on only ZONE 1 MAX LOAD 1780 LBS ZONE 2 MAX LOAD 3100 LBS ZONE 3 MAX LOAD 1900 LBS ZONE 4 MAX LOAD 1380 LBS ZONE 5 MAX LOAD 1270 LBS ZONE 6 MAX LOAD 320 LBS Continued Next Page FAA APPROVED 2 42 U S 208BPHBUS 00 55 SECTION 2 MODEL 208 51000 LIMITATIONS PLACARDS Continued 34 On inside of cargo pod doors if installed FWD COMPARTMENT MAX WEIGHT 230 LBS MAX FLOOR LOADING 30 LBS PER SQ FT NO SHARP EDGES CTR COMPARTMENT MAX WEIGHT 310 LBS MAX FLOOR LOADING 30 LBS PER SQ FT NO SHARP EDGES AFT COMPARTMENT MAX WEIGHT 270 LBS MAX FLOOR LOADING 30 LBS PER SQ FT NO SHARP EDGES AFT COMPARTMENT MAX WEIGHT 280 LBS MAX FLOOR LOADING 30 LBS PER SQ FT NO SHARP EDGES 35 At each sidewall and ceiling anchor plate except heavy duty anchor plates with additional structural support and at anchor plate at center of lower cargo door Cargo Version only A39021 FAA APPROVED 208BPHBUS 00 U S 2 43 2 44 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page nt RD 3 5 Airspeeds for Emergency 3 5 Operating Procedures 3 6 Engine 5 3 8 Engine Failure During Takeoff 3 8 Engine Failure
408. on under the following conditions 1 Emergency engine starts without starter assist refer to Section 3 AIRSTART Operation on wet or contaminated runways Flight in heavy precipitation Flight in moderate or greater turbulence During inadvertent icing encounters prior to the INERTIAL SEPARATOR being selected to BYPASS When near fuel exhaustion as indicated by Red RSVR FUEL LOW CAS MSG Refer to Section 7 Engine Ignition System for further details regarding the ignition system O gt WN ENGINE INERTIAL SEPARATOR PROCEDURES An INERTIAL SEPARATOR system is built into the engine air inlet duct to prevent ice buildups on the compressor inlet screen The INERTIAL SEPARATOR control should be moved to the BYPASS position prior to running the engine during ground or flight operation in visible moisture clouds rain snow or ice crystals with an OAT of 5 C 41 F or less The BYPASS mode can also be used for ground operations or takeoffs with dusty sandy field conditions to minimize ingestion of foreign particles into the compressor Refer to charts in Section 5 for performance changes associated with the INERTIAL SEPARATOR in the BYPASS mode The NORMAL mode is used for all other operating conditions since it provides substantial inlet ram recovery This results in more efficient engine operation and higher critical altitude for a particular power setting Do not return the INERTIAL SEPARATOR to NORMAL until a
409. one location along the wing span as a minimum Also make sure the control surfaces contain no internal accumulations of ice or debris If these requirements are not performed aircraft performance will be degraded to a point where a safe takeoff and climb may not be possible Continued Next Page FAA APPROVED 4 8 US 208BPHBUS 00 55 SECTION 4 MODEL 208B 51000 NORMAL PROCEDURES LEFT WING Leading Edge Continued WARNING Prior to any flight in known or forecast icing conditions check that PITOT STATIC tube s and STALL warning heaters are warm to touch after turning PITOT STATIC and STALL HEAT switches ON for 30 seconds then OFF Make sure the pitot covers are removed prior to turning PITOT STATIC HEAT ON 1 Wing DISCONNECT 2 Stall Warning CHECK verify freedom of movement audible warning and warmth Ensure the elevator control is off the forward stop in order to check audible warning S PITOT STATIC Tube eri ES CHECK verify security openings for stoppage and warmth 4 LDG TAXI RECOG Lights CHECK verify condition and cleanliness 5 2 eee VISUALLY CHECK See Measured Fuel Depth vs Fuel Quantity chart in Section 4 fuel Filler Gap sed edges quus SECURE 7 Outboard Fuel Tank Sump Quick Drain Valve DRAIN using fuel sa
410. ong crosswinds normally are performed with FLAPS 10 or 20 With the ailerons partially deflected into the wind the airplane is accelerated to a speed higher than normal and then rotated to prevent settling back to the runway When clear of the ground make a coordinated turn into the wind to correct for drift The use of flaps 10 will improve directional control but will also increase the takeoff distance Increase the flaps 20 short field takeoff lift off and 50 feet obstacle speeds by 7 knots if flaps 107 is used for takeoff ENROUTE CLIMB Normally maximum climb power is maintained during the climb to cruise altitude Adjust the POWER Lever as required to prevent exceeding maximum climb torque maximum climb ITT of 765 C or maximum climb Ng of 101 6 whichever occurs first NOTE Engine operations which exceed 740 C ITT can reduce engine life Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 45 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 ENROUTE CLIMB Continued At lower altitudes and cool outside air temperatures below approximately 10 000 feet the engine will reach the torque limit before reaching the ITT or limit As the climb progresses and the torque is maintained by POWER Lever advancement the ITT and N will increase until an altitude is reached where ITT or will dictate POWER Lever positioning When operating near the ITT limit advance POWER Lever slowly to allow the current ITT to
411. onmental conditions are such that the fuel temperature is different than shown in the chart heading a new fuel weight calculation should be made using the 0 1 pounds per gallon increase in fuel weight for each 25 F decrease in fuel temperature Assume the tanks are completely filled and the fuel temperature is at 35 F 25 F below the 60 F noted on the chart Continued Next Page 6 8 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND BALANCE Continued 3 Calculate the revised fuel weight by multiplying the total usable fuel by the sum of the average density stated on chart plus the increase in density estimated for the lower fuel temperature In this particular sample as shown by the calculation below the resulting fuel weight increase due to lower fuel temperature will be 33 6 pounds over the 2224 pounds for 332 gallons shown on the chart which might be significant in an actual loading situation 332 gallons X 6 7 0 1 pounds per gallon 2257 6 pounds revised fuel weight Then calculate the revised fuel moment the revised moment is in direct proportion to the revised fuel weight X revised moment E 2257 6 revised weight 451 7 average moment 2224 average weight X 451 7 X 2257 6 2224 The revised moment of X 458 5 This value would be used on the Sample Loading Problem as the moment 1000 in conditions represented by this sample Continued
412. ons Total Usable 332 0 U S Gallons OIL Oil Grade Specification Oil conforming to Pratt amp Whitney Engine Service Bulletin No 1001 and all revisions or supplements thereto must be used Refer to Section 8 for a listing of approved oils Total Oil 14 U S Quarts including filter cooler and hoses Drain and Refill 9 5 U S Quarts approximately Oil Quantity Operating Range Fill to within 1 1 2 quarts of MAX HOT or MAX COLD as appropriate on dipstick Quart marking indicate U S quarts low if oil is hot For example a dipstick reading of 3 indicates the system is within 2 quarts of MAX if the oil is cold and within 3 quarts of MAX if the oil is hot WARNING Make sure oil dipstick cap is securely latched down Operating the engine with less than the recommended oil level and with the dipstick cap unlatched will result in excessive oil loss and eventual engine stoppage Continued Next Page 1 8 U S 208BPHBUS 00 55 SECTION 1 MODEL 208B 51000 GENERAL OIL Continued NOTE To obtain an accurate oil level reading it is recommended the oil level be checked within 10 minutes after engine shutdown while the oil is hot MAX HOT marking or prior to the first flight of the day while the oil is cold MAX COLD marking If more than 10 minutes has elapsed since engine shutdown and engine oil is still
413. onse can be more rapid than when using the POWER lever Utilize slow and smooth movement of the EMERGENCY POWER lever to avoid engine surges and or exceeding ITT Ng and torque limits NOTE When using EMERGENCY POWER lever monitor gas generator RPM when reducing power near idle to keep it decreasing below 65 in flight The EMERGENCY POWER lever can have a dead band such that no engine response is observed during the initial forward travel from the IDLE position EMERGENCY POWER LEVER NOT STOWED The Red EMERG PWR LVR CAS message was designed to alert the pilot of the Emergency Power Lever position prior to and during the engine start sequence If the Emergency Power Lever is moved from the NORMAL position at any time with the engine running no CAS message will be displayed FAA APPROVED 208BPHBUS 01 U S 3 41 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 FUEL SYSTEM MALFUNCTION INADVERTENT FUEL FLOW INTERRUPTION PROCEDURES Fuel flows by gravity from the wing tanks through fuel tank shutoff valves at the inboard end of each wing tank and on to the reservoir located under the center cabin floorboard After engine start the main ejector pump located in the reservoir provides fuel to the engine driven fuel pump at approximately 10 psi If the main ejector pump should malfunction a pressure switch will activate the Amber FUEL PRESS LOW CAS MSG as well as turn on the auxiliary boost pump when the F
414. or 800 feet AGL 7 WING FLAPS SET LANDING NORMAL LANDING 1 WING FLAPS FULL 2 Rate ken 75 85 KIAS 3 MAIN WHEELS FIRST 4 POWERLever BETA RANGE AFTER TOUCHDOWN 5 crear deum eie Teo QOIS FAA APPROVED 208BPHBUS 01 U S 4 29 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 SHORT FIELD LANDING 1 WING FLAPS Handle FULL 2 E otn 78 KIAS Refer to Landing Distance charts in Section 5 for speeds at reduced weights 3 POWER Lever REDUCE to IDLE after clearing obstacles A gt Touchdown MAIN WHEELS FIRST 5 POWER Lever BETA RANGE AFTER TOUCHDOWN NOTE Use of reverse thrust will reduce the landing roll by approximately 10 see Section 5 62 Brakes aun ees eee eas Lae MAXIMUM while holding elevator control full aft 7 WING FLAPS RETRACT for maximum brake effectiveness BALKED LANDING 1 POWER ADVANCE for takeoff power 2 WING FLAPS RETRACT to 20 9 Airspeed A E 80 KIAS MINIMUM until obstacles are cleared 4 WING FLAPS
415. orporated into the Trend Monitoring process Additional information about both of these methods may be obtained from the following sources Cessna Caravan Service Station Cessna Propeller Aircraft Product Support Pratt amp Whitney Canada Inc 1000 Marie Victorin Longueuil Quebec Canada J4G 1A1 Attention Customer Support Small Turboprops Mail Code 1RC1 Tel 514 677 9411 The publication Engine Condition Trend Monitoring and Power Management for PT6A 114 PT6A 114A Installed in the Cessna Caravan 1 supplied in this Pilots Operation Handbook or from sources listed above Pratt amp Whitney Canada Aircraft Gas Turbine Operation Information Letter No 23 PILOT CONDUCTED PREVENTIVE MAINTENANCE A certified pilot who owns or operates an airplane not used as an air carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane Refer to FAR Part 43 for a list of the specific maintenance operations that are allowed NOTE Pilots operating airplanes of other than U S registry should refer to the regulations of the country of certification for information on preventive maintenance that may be performed by pilots A current 208 Series Maintenance Manual should be obtained prior to performing any preventive maintenance to ensure that proper procedures are followed The Cessna Service Station should be contacted for further information or for required maintenance that must be accomplished b
416. orward of the last loaded zone must be at least 75 full by volume Whenever possible each zone should be loaded to its maximum available volume prior to loading the next zone An additional placard located on the right sidewall between Zones 5 and 6 cautions that if the load in Zone 5 exceeds 400 pounds a Cargo partition net if available is required aft of the load or the load must be secured to the floor A cargo barrier and three barrier nets may be installed directly behind the pilot s and front passenger s seats The barrier and nets preclude loose cargo from moving forward into the pilot s and front passenger s stations during an abrupt deceleration The barrier consists of a U shaped assembly of honeycomb composite construction The assembly attaches to the four pilot and front passenger seat rails at the bottom at Fuselage Station 153 0 and to cabin top structure at approximately Fuselage Station 166 0 The cargo barrier nets consist of three nets one for the left sidewall one for the right sidewall and one for the center The left and right nets fill in the space between the barrier assembly and the airplane sidewalls The side nets are fastened to the airplane sidewalls and the edge of the barrier with six quick release fasteners each three on each side The center net fills in the Opening in the top center of the barrier The center net is fastened with four fasteners two on each side Horizontal lines labeled 75 are marked o
417. ow in the upper section of the passenger entry door The pilot s side window incorporates a small triangular foul weather window The foul weather window may be opened for ground ventilation and additional viewing by twisting the latch The cargo version has only two cabin side windows one in each crew entry door CONTROL LOCKS A control lock is provided to lock the aileron and elevator control surfaces to prevent damage to these systems by wind buffeting while the airplane is parked The lock consists of a shaped steel rod and flag The flag identifies it as a control lock and cautions about its removal before starting the engine To install the control lock align the hole in the right side of the pilot s control wheel shaft with the hole in the right side of the shaft collar on the instrument panel and insert the rod into the aligned holes Installation of the lock will secure the ailerons in a neutral position and the elevators in a slightly trailing edge down position Proper installation of the lock will place the flag over the left sidewall switch panel The Ruder Gust Lock is a positive locking device consisting of a bracket assembly and a bolt action lock attached to the rear bulkhead inside the tailcone stinger below the rudder When engaged the rudder is locked in the neutral position A placard located below the lock handle shaft on the left side of the tailcone explains the operation of the rudder gust lock The rudder gust lock
418. own Equipment 7 101 Hoisting RINGS cet ata ETE DEDE REE Aa OE ee 7 101 TUDO amp ee So perd 7 101 Oil Quick drain 7 101 208BPHBUS 00 U S 7 5 7 6 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION INTRODUCTION This section provides description and operation of the airplane and its systems Refer to Section 9 Supplements for details of other supplemental systems and equipment WARNING Complete familiarity with the airplane its systems will not only increase the pilot s proficiency and ensure optimum operation but could provide a basis for analyzing system malfunctions in case an emergency is encountered Information in this section will assist in that familiarization The responsible pilot will want to be prepared to make proper and precise responses in every situation AIRFRAME The airplane is an all metal high wing single engine airplane equipped with tricycle landing gear and designed for general utility purposes The construction of the fuselage is a conventional formed sheet metal bulkhead stringer and skin design referred to as semimonocoque Major items of structure are the front and rear carry through spars to which the wings are attached a bulkhead and forgings for main landing gear attachment and a bulkhead with attaching plates at its base for the strut to fuse
419. own in Section 5 based on this speed and configuration NOTE The 83 KIAS obstacle clearance speed is a recommended safe speed under all conditions including turbulence and complete engine failure The actual Vy speed with flaps 20 is 70 KIAS at maximum takeoff weight as noted in the Climb Gradient Takeoff Flap Setting Flaps 20 chart in Section 5 Continued Next Page FAA APPROVED 4 44 US 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES SHORT FIELD TAKEOFF Continued After clearing the obstacle and reaching a safe altitude the flaps can be retracted slowly as the airplane accelerates to the normal climb airspeed Minimum ground roll takeoffs are accomplished by using 20 flaps lifting the nose wheel off the ground as soon as practical and leaving the ground in a slightly tail low attitude However after liftoff the airplane should be leveled immediately to accelerate to a safe climb airspeed TYPE 1 TYPE OR TYPE IV FLUID TAKEOFF When Type ll Type or Type IV anti ice fluid is applied to the airplane a rotation speed of 89 KIAS with flaps UP is required Use of flaps UP allows the airplane to accelerate to a higher rotation speed without any liftoff tendencies which is required for the Type ll Type Type IV anti ice fluid to be effective Takeoff performance data shown in Section 5 is based on this speed and configuration CROSSWIND TAKEOFF Takeoffs into str
420. p Quick Drain Valves DRAIN using fuel sampler Drain to check for water sediment and proper fuel before each flight and after each refueling If water is observed take additional samples until clear Take repeated samples from all fuel drain points until all contamination has been removed 10 Main Landing CHECK check proper tire inflation and condition of gear FAA APPROVED 4 14 U S 208BPHBUS 00 55 SECTION 4 MODEL 208B 51000 NORMAL PROCEDURES NOSE WARNING It is essential in cold weather to remove even the smallest accumulations of frost ice snow or slush from the propeller blades and spinner and the air inlets starter generator oil cooler and engine inlets assure complete removal of contamination conduct visual and tactile inspection of critical surfaces If these requirements not performed aircraft performance will be degraded to a point where a safe takeoff and climb may not be possible 1 Right Crew CLOSED 2 Exhaust Cover if installed REMOVE cech owe d Abad ved d ed OPEN right side of upper cowling for access and check condition and security 4 Engine right CHECK verify general condition security fuel and oil leakage and damage to any components WARNING Avoid touching th
421. p turn in order to enter the inlet plenum This sharp turn causes any moisture particles to separate from the inlet air and discharge overboard through the inertial separator outlet in the left side of the cowling Inertial separator operation is controlled by a T handle located on the lower instrument panel The T handle is labeled BYPASS PULL NORMAL PUSH The inertial separator control should be moved to the BYPASS position prior to running the engine during ground or flight operation in visible moisture clouds rain snow ice crystals with an OAT of 5 C 41 F or less It may also be used for ground operations or takeoffs from dusty sandy field conditions to minimize ingestion of foreign particles into the compressor The NORMAL position is used for all other operations The T handle locks in the NORMAL position by rotating the handle clockwise 1 4 turn to its vertical position To unlock push forward slightly and rotate the handle 90 counterclockwise The handle can then be pulled into the BYPASS position Once moved to the BYPASS position air loads on the movable vanes hold them in this position CAUTION Do not return the INERTIAL SEPARATOR to NORMAL until after engine shutdown and inspection if icing conditions are encountered NOTE When moving the inertial separator control from BYPASS to NORMAL position during flight reduction of engine power will reduce the control forces Continued Next Page 7 52 U S 208BPHBUS 00
422. parked with one wing low on a sloping ramp The drain valves for the wing tanks and their external sumps are tool operated poppet type and are flush external mounted The wing tank and external sump drain valves are constructed so that the Phillips screwdriver on the fuel sampler which is provided can be utilized to depress the valve and then twist to lock the drain valve in the open position The drain valve for the reservoir is controlled by a double button push pull drain control knob When pulled out fuel from the reservoir drains out the rear fuel drain pipe located adjacent to the drain valve The drain valve for the fuel filter consists of a drain pipe which can be depressed upward to drain fuel from the filter The fuel sampler can be used in conjunction with these drain valves for fuel sampling and purging of the fuel system The fuel tanks should be filled after each flight when practical to minimize condensation Continued Next Page 7 68 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION DRAIN VALVES Continued Before each flight of the day and after each refueling use a clear sampler and drain fuel from the inboard fuel tank sump external sump quick drain valves fuel reservoir quick drain valve and fuel filter quick drain valve to determine if contaminants are present and that the airplane has been fueled with the proper fuel If the airplane is parked with one wing low on a slopin
423. per cowling for access and check condition and security Engine left 51 CHECK verify general condition security fuel no oil leakage and no damage to any components INERTIAL SEPARATOR Bypass Outlet CHECK CLOSED verify duct free of debris Oil Dipstick Filler CHECK Check oil level Check dipstick filler cap SECURE Fill to within 1 1 2 quarts of MAX HOT or MAX COLD as appropriate on dipstick Markings indicate U S quarts low if oil is hot WARNING Make sure the oil dipstick cap is securely latched down Operating the engine with less than the recommended oil level and with the dipstick cap unlatched will result in excessive oil loss and eventual engine stoppage Electrical Power Box Circuit Breakers and Diodes CHECK verify all circuit breakers including standby alternators are IN and diodes are clear Standby Alternator and Belt CHECK condition Fuel Filter CHECK FUEL FILTER BYPASS FLAG for proper location flush Continued Next Page FAA APPROVED U S 208BPHBUS 01 55 SECTION 4 MODEL 208 G1000 NORMAL PROCEDURES NOSE Continued 21 Brake Fluid CHECK LEVEL 22 CLOSE and LATCH left side 23 Fuel Filter Quick Drain Valve DRAIN using fuel sampler Drain to check for water sediment and proper fuel before each flight
424. pere Capacity FAA APPROVED 208BPHBUS 01 U S 3 43 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 LOSS OF ELECTRICAL POWER The design of the electrical power system due to the self exciting feature of the generator and the multiple protected busing system minimizes the possibility of a complete electrical power loss However a fault to ground airframe on the generator or battery cables can be identified by one or more of the following illumination of the GENERATOR OFF CAS MSG sudden dimming of lights contactor chattering circuit breaker tripping or arching noises Monitoring GEN AMPS ALT AMPS BAT AMPS and BUS VOLTS on the ELECTRICAL section of the EIS Systems page will provide further information concerning the location of the fault or the system affected by the fault In the event of the above indications the portion of the system containing the fault should be isolated Following the checklist procedures for Generator Failure should result in restoration of electrical power to the distribution buses The electrical section of the EIS Systems page should be monitored to assure that ground fault currents have been shut off and the capacity of the remaining power source s is not exceeded PARTIAL AVIONICS POWER FAILURE Avionics power is supplied to the No 1 and No 2 avionics buses from the power distribution bus in the engine compartment through separate protected feeder cables In the event of a feeder cable fa
425. pod is installed A fuselage jack point directly below the firewall and housed within the nose gear strut fairing is accessible for nose gear jacking regardless of the installation of a cargo pod Two additional fuselage jack points are located at the main gear supports but are not accessible with the cargo pod installed Their use is generally reserved for maintenance such as main gear removal or raising the entire airplane whenever the cargo pod is not installed Anytime the cargo pod is installed if the main gear to fuselage fairings are removed jacks can be positioned adjacent to the sides of the cargo pod and raised to engage the receptacle on the end of the jacks over the head of the outboard bolt which secures the main gear attach trunnion bearing cap aft on the left and right gear These jacking locations serve essentially the same purpose as the fuselage jack points at the main gear supports An additional jack point on each main gear axle fitting is used primarily when the cargo pod is installed and it is desired to jack a single main gear for tire replacement etc If desired jack stands with wing jack pads may be fabricated so that the front wing spar at stations 141 2 or 155 9 on each wing may be used as jacking locations A tail jack must be used in conjunction with wing jacking Continued Next Page 8 12 U S 208BPHBUS 00 55 SECTION 8 MODEL 208 51000 HANDLING SERVICE AND MAINTENANCE JACKING Continued CAU
426. pproximately 10 feet if a high pressure nozzle is used Application techniques for Type ll Type and Type IV fluids are the same as except that since the airplane is already clean the application should last only long enough to properly coat the airplane surfaces However Type ll Type Ill Type IV fluid is sometimes heated and sprayed as a deicing fluid For this case it should be considered a Type fluid as the heat may change the characteristics of the thickening agents in the fluid Therefore Type 11 Type or Type IV fluid applied in this manner will not be as effective as it would be if it were applied at ambient temperature Refer to the Essential Areas to be Deiced figure for areas to spray Type deicing fluid Essential Areas to Apply Anti Ice Fluid figure for areas to spray Type Il Type 111 and Type IV anti icing fluid and Anti Ice Fluid Direct Spray Avoidance Areas figure for areas to avoid spraying directly and Deicing and Anti icing Application figure for sequence of application Heated solutions of FPD are more effective than unheated solutions because thermal energy is used to melt the ice snow or frost formations Type deicing fluids are used in the diluted state with specific ratios of fluid to water dependent on ambient temperature deicing fluids have a very limited holdover time refer to FAA notice 8900 22 dated 10 12 07 or later Continued Next Page 208BPHBUS 00 U
427. r WIIG IM E E EET RES 106 Inches MINIMUM e dds ceeds eee kee 104 Inches Propeller Blade Angle at 30 inch Station girl PPM 88 RR EET 15 6 Maximum Reverse oes a qoe Ea er DP e xis 14 Continued Next Page FAA APPROVED 2 6 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS POWER PLANT LIMITATIONS Continued Propeller System Operating Limits An overspeed governor check shall be performed before the first flight of the day after engine control system maintenance or if adjustment has been made Propeller RPM must be set at 1900 during all instrument approaches Engine Control Operating Limits Flight operation with the POWER Lever retarded below the IDLE position is prohibited Such positioning may lead to loss of airplane control or may result in an engine overspeed condition and consequent loss of engine power Operation of the EMERGENCY POWER Lever is prohibited with the POWER Lever out of the IDLE position Engine Starting Cycle Limits Using the airplane battery the starting cycle shall be limited to the following intervals and sequence 30 seconds ON 60 seconds OFF 30 seconds ON 60 seconds OFF 30 seconds ON 30 minutes OFF Repeat the above cycle as required Using external power the starting cycle shall be limited to the following intervals and sequence 20 seconds ON 120 seconds OFF 20 seconds ON 120 seconds OFF 20 se
428. r possible because of severely reduced climb capability However if a go around is mandatory make the decision much earlier in the approach than normal Apply takeoff power and maintain 95 to 110 KIAS while retracting the flaps slowly in small increments FAA APPROVED 208BPHBUS 00 U S 3 21 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 AVIONICS AUTOPILOT PITCH TRIM FAILURE Red PTRM ON PFD 1 _ GRIP FIRMLY 2 AP TRIM DISC PRESS high elevator control forces possible 3 ELEVATORTRIM RETRIM using manual trim wheel NOTE Actuate each half of the pilot and copilot Manual Electric Pitch Trim Switches separately to make sure trim does not actuate with only one half switch IF Red PTRIM CAS MESSAGE CLEARS Procedure complete IF Red PTRM MESSAGE REMAINS 4 Autopilot DO NOT RE ENGAGE YAW DAMPER INOPERATIVE Red AFCS OR YAW CAS MSG 1 AFCS Circuit Breaker circuit breaker panel CHECK IF STILL INOPERATIVE 2 Autopilot will be inoperative FAA APPROVED 13 22 5 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES ELECTRICAL FAILURES GENERATOR FAILURE Amber GENERATOR OFF CAS MSG gt BUS Monitor voltage and generator output 2 DIB YALL ee fea 8235 VERIFY ON IF BUS VOLTS IS LESS THAN 28 5 92 GEN AM
429. r and sealants and damage to o rings and seals in the fuel system and engine components Use only blending equipment that is recommended by the manufacturer to obtain proper proportioning PROCEDURE FOR ADDING FUEL ANTI ICING ADDITIVE When the airplane is being refueled use the following procedure to blend anti icing additive to nontreated fuel 1 Attach additive to refuel nozzle making sure blender tube discharges in the refueling stream 2 Start refueling while simultaneously fully depressing and slipping ring over trigger of blender WARNING Anti icing additives containing Ethylene Glycol Monomethyl Ether EGME are harmful if inhaled swallowed or absorbed through the skin and will cause eye irritation It is also combustible Before using this material refer to all safety information on the container Continued Next Page 208BPHBUS 00 U S 8 19 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 FUEL ADDITIVES Continued CAUTION Diethylene Glycol Monomethyl Ether DIEGME is slightly toxic if swallowed and may cause eye redness swelling and irritation It is also combustible Before using this material refer to all safety information on the container Assure the additive is directed into the flowing fuel stream with the additive flow started after the fuel flow starts and stopped before fuel flow stops Do not allow concentrated additive to contact coated interior of fuel ta
430. r collision avoidance TERRAIN AWARENESS AND WARNING SYSTEM TAWS B if installed Use of the Terrain Awareness and Warning System TAWS B to navigate to avoid terrain or obstacles is prohibited TAWS B is only approved as an aid to help the pilot to see and avoid terrain or obstacles TAWS B must be inhibited when landing at a location not included in the airport database Use of TAWS B is prohibited when operating using the QFE altimeter setting altimeter indicates 0 feet altitude when the airplane is on the runway The pilot is authorized to deviate from the current ATC clearance only to the extent necessary to comply with TAWS B warnings The geographic area of the TAWS B database must match the geographic area in which the airplane is being operated OPTIONAL EQUIPMENT USER S GUIDE The pilot is responsible for ensuring the appropriate user s guide s for all optional equipment installed in the aircraft is accessible to the pilot in flight FAA APPROVED 208BPHBUS 00 U S 2 31 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 PLACARDS WARNING The following information must be displayed in the form of composite or individual placards As a minimum the exact wording of these placards is required as specified in this section Placard wording can be from part numbered placards obtained from Cessna Aircraft Company equivalent placards installed by an approved repair station in accordance with normal maintenance
431. r installed in the accessory gearbox The bearing compartments are connected to the accessory gearbox by cored passages and existing scavenge oil return lines A bypass valve immediately upstream of the front element of the internal scavenge pump vents the accessory gearbox when the engine is operating at high power An oil dipstick filler cap is located at the rear of the engine on the left side and is accessible when the left side of the upper cowling is raised Markings which indicate U S quarts low if the oil is hot are provided on the dipstick to facilitate oil servicing The oil tank capacity is 9 5 U S quarts and total system capacity is 14 U S quarts For engine oil type and brand refer to Section 8 IGNITION SYSTEM The ignition system consists of two igniters an ignition exciter two high tension leads an ignition monitor light an ignition switch and a starter switch Engine ignition is provided by two igniters in the engine combustion chamber The igniters are energized by the ignition exciter mounted on the engine mount on the right side of the engine compartment Electrical energy from the ignition exciter is transmitted through two high tension leads to the igniters in the engine The ignition system is normally energized only during engine start Ignition is controlled by an ignition switch and a starter switch located on the left sidewall switch and circuit breaker panel The ignition switch has two positions ON and NOR
432. r when accumulated moisture may freeze the brakes or when the brakes are overheated If the brakes are not utilized chock the nose and main wheels to prevent airplane movement 3 Install the control wheel lock and engage the rudder lock if installed 4 Setaileron and elevator trim tabs to neutral position so that tabs fair with control surfaces Continued Next Page 208BPHBUS 00 U S 8 11 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 TIE DOWN Continued 5 Install pitot tube cover s if available 6 Secure ropes or chains of sufficiently strong tensile strength to the wing tie down fittings and secure to ground anchors 7 Attach a rope or chain to the tail tie down and secure to a ground anchor 8 If additional security is desired attach a rope no chains or cables to the nose gear torque link and secure to a ground anchor 9 If dusty conditions exist or the last flight of the day has been completed install the two engine inlet covers to protect the engine from debris The covers may be installed after the engine has cooled down indicator showing off scale temperature 10 To prevent the propeller from windmilling install the propeller anchor over a blade of the propeller and secure its anchor strap around the nose gear or to the bracket located on the lower right hand cowl JACKING Several jack points or jacking locations are available depending on whether a cargo
433. ra 0 Above Altitude Standard Temperature Standard Dist ro AO NNOO N K 010 0 7 7 14 4 21 89 31 44 69 0 0 0 6 6 4 12 9 19 15 27 23 38 35 57 65 0 0 0 5 5 4 11 8 1 13 24 20 34 29 47 1 Torque set at 1865 foot pounds or lesser value must not exceed maximum climb ITT of 765 C or Ng of 101 6 2 Add 35 pounds of fuel for engine start taxi and takeoff allowance 3 With INERTIAL SEPARATOR set in BYPASS increase time fuel and distance numbers by 1 for each 2000 feet of climb and for CABIN HEAT ON increase time fuel and distance numbers by 1 for each 1000 feet of climb 4 Where time fuel and distance values have been replaced by dashes an appreciable rate of climb for the weight shown cannot be expected Figure 5 35 Sheet 1 or 2 208BPHBUS 01 U S 5 79 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD TIME FUEL AND DISTANCE TO CLIMB CRUISE CLIMB 115 KIAS CONDITIONS Flaps UP Zero Wind 1900 RPM INERTIAL SEPARATOR NORMAL Climb From Sea Level Pressure 20 C Below Standard 20 C Above Time Fuel ist Time Fuel Dist Time Fuel Dist Lbs o 4 4 3 2 z z o 3 2 Sea Level 2000 4000 8300 Sea Level 2000 4000 7800 6000 8000 Sea Level 2000 4000 7300 6000 8000 10 000 12 000 1 Torque set at 1865 foot pounds or lesser value must not exceed maximum climb ITT of 765
434. rably just prior to taxiing onto the active runway Critical areas of the airplane such as empennage wings windshield control surfaces and engine inlets must be checked to make sure they are free of ice slush and snow and that the anti ice fluid is still protecting the airplane 208BPHBUS 00 U S 8 31 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 TYPE ANTI ICE FLUID NOTE Freezing point of Type fluid mixture must be at least 10 C 18 F below Holdover time starts when last application has begun e Application techniques for Type III fluid are the same as for Type and Type II except that since the airplane is already clean the application should last only long enough to properly coat the airplane surfaces Type fluid must be applied undiluted at ambient temperature to a clean airplane within 3 minutes after deicing is completed due to the limited holdover times of Type deice fluid However Type II fluid is sometimes heated and sprayed as a deicing fluid For this case it should be considered a Type fluid as the heat may change the characteristics of the thickening agents in the fluid Therefore Type II fluid applied in this manner will not be as effective as it would be if it were applied at ambient temperature TYPE IV ANTI ICE FLUID CAUTION The time of protection will be shortened in heavy weather conditions Heavy precipitation rates high moisture conte
435. rd 8750 Sea Level 2000 4000 8300 o WN 3 LG8evoBaleevoBuseocolazsoed 5 Time Fuel Dist Time Fuel Di i Lbs NM i Lbs t Time Fuel Dist i Lbs NM 0 Z NN wmn OFA 5 Sea Level 2000 4000 7800 6000 8000 Sea Level 2000 4000 7300 6000 8000 10 000 12 000 1 Torque set at 1865 foot pounds or lesser value must not exceed maximum climb ITT of 765 C or Ng of 101 6 2 Add 35 pounds of fuel for engine start taxi and takeoff allowances 3 With INERTIAL SEPARATOR set in BYPASS or CABIN HEAT ON increase time fuel and distance numbers by 1 for each 1000 feet of climb 3 geo anos 3 Figure 5 18 Sheet 2 5 34 U S 208BPHBUS 01 55 SECTION 5 MODEL 208B 51000 PERFORMANCE CARGO POD INSTALLED CRUISE PERFORMANCE NOTE The following general information is applicable to all CRUISE PERFORMANCE Charts 1 The highest torque shown for each temperature and RPM corresponds to maximum allowable cruise power Do not exceed this torque 740 C ITT or 101 6 Ng whichever occurs first 2 The lowest torque shown for each temperature and RPM corresponds to the recommended torque setting for best range in
436. re Additional controls and displays are mounted on a pedestal extending from the center of the instrument panel to the floor on a separate panel mounted on the left sidewall and on an overhead panel GARMIN INTERFACES The interfaces to the Garmin system are three Garmin Display Units GDUs an audio panel and an autopilot mode controller The three GDUs are configured as two Primary Flight Displays PFDs and one Multifunction Flight Display MFD Refer to the Garmin G1000 CRG for specific operating information on all Garmin equipment The PFDs centered above the yokes in front of the pilot and copilot show the primary flight instruments and display any Crew Alert System CAS messages and alerts During reversionary operation MFD or PFD 1 failure or when the DISPLAY BACKUP switch is selected the Engine Indication System EIS is shown on the PFD The MFD located between the two PFDs depicts EIS information along the left side of the display and shows navigation terrain lightning and traffic data on the moving map Flight management or display configuration information can be shown on the MFD in place of the moving map pages The Garmin audio panel is located between the pilot PFD and the MFD It integrates all of the communication and navigation digital audio signals intercom system and marker beacon controls A pushbutton switch labeled DISPLAY BACKUP allows manual selection of reversionary mode for the PFDs and MFD The G
437. re assembly Externally the complete airframe is painted with an overall coat of polyurethane paint which enhances resistance to corrosive elements in the atmosphere Also all control cables for the flight control system are of stainless steel construction CARGO POD The airplane may be equipped with a cargo pod which provides additional cargo space The pod attaches to the bottom of the fuselage with screws and can be removed if desired for increased performance and useful load The pod is fabricated with a Nomex inner housing a layer of Kevlar and an outer layer of fiberglass Complete instructions for removal and installation of the cargo pod are contained in the Maintenance Manual Continued Next Page 7 8 U S 208BPHBUS 00 55 SECTION 7 MODEL 208 51000 AIRPLANE AND SYSTEMS DESCRIPTION CARGO POD Continued The volume of the cargo pod is 111 5 cubic feet and has a load carrying capacity of 1090 pounds The pod has aluminum bulkheads that divide it into four separate compartments Each compartment has a door on the left side of the pod that is hinged at the bottom Each door has two handles that latch the doors in the closed position when rotated 90 degrees to the horizontal position FLIGHT CONTROLS The airplane s flight control system see Flight Control And Trim Systems figure consists of conventional aileron elevator and rudder control surfaces and a pair of spoilers mounted above the outboard ends of the
438. reas of airplane i e heated leading edge should be avoided due to the fact that fluid may dry out into hard globular nodules Type IV fluid should not be used undiluted below 24 11 F 208BPHBUS 00 U S 8 33 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 ESSENTIAL AREAS TO BE DEICED A39412 NOTE 1 NOTE 1 NOTE 1 NOTE 1 NOTE 2 NOTE 1 NOTE 2 2685R1035 SHADED AREAS INDICATE ESSENTIAL AREAS TO BE DEICED NOTE 1 Give special attention to the gaps between the flight controls All snow ice and slush must be removed from these gaps 2 Remove snow ice and slush from pitot tubes by hand only DIRECT SPRAY AVOIDANCE AREAS Engine Inlets and Exhaust Brakes Pitot Static Tubes Windshields Cabin Windows and Stall Warning Vane Figure 8 1 8 34 0 5 208 5 00 CESSNA SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE ESSENTIAL AREAS TO APPLY ANTI ICE FLUID A39413 2685R1035 Shaded areas indicate essential areas where anti ice fluid is applied NOTE Anti ice fluid must be applied at low pressure to form a thin film on surfaces Fluid must just cover airplane without runoff DIRECT SPRAY AVOIDANCE AREAS Pitot Static Tubes Windshields Cabin Windows and Stall Warning Vane Figure 8 2 208BPHBUS 00 U S 8 35 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 DEICE AND ANTI ICE FLUID
439. red before allowing the airplane to be serviced Also fuel tanks must be kept full between flights provided weight and balance considerations will permit to reduce the possibility of water condensing on the inside walls of partially filled tanks Continued Next Page 8 22 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE FUEL CONTAMINATION Continued To further reduce the possibility of contaminated fuel routine maintenance of the fuel system must be performed in accordance with the Airplane Maintenance Manual Only the proper fuel as recommended in this POH AFM should be used and fuel additives must not be used unless approved by Cessna and the Federal Aviation Administration WARNING t is the pilot s responsibility to make sure that the airplane s fuel supply is clean before flight Do not fly the airplane with contaminated or unapproved fuel Any traces of solid contaminants such as rust sand pebbles dirt microbes and bacterial growth or liquid contamination resulting from water improper fuel type or additives that are not compatible with the fuel or fuel system components must be considered hazardous Carefully sample fuel from all fuel drain locations during each preflight inspection and after every refueling 208BPHBUS 00 U S 8 23 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 LANDING GEAR NOSE WHEEL TIRE PRESSURE 30 4
440. remain illuminated Under these conditions it will be necessary to shut down the engine using checklist procedures and correct the malfunction prior to flight Illumination of the Amber GENERATOR AMPS CAS MSG indicates 1 of 2 conditions 1 current load on the generator is above its rated value for that flight condition The pilot should reduce the electrical load or change flight conditions as noted in the 300 Amp Starter Generator supplement 2 reverse current protection of the GCU has failed If the GEN AMPS is below 10 amps the pilot should disconnect the generator from the electrical system by tripping the GENERATOR Switch The electrical power distribution system consists of a primary power distribution bus in the engine compartment which receives power from the battery and the generator and two No 1 and No 2 main power buses located in the circuit breaker panel The main buses are each connected to the power distribution bus by three feeder cables Each feeder cable is protected by a fuse link and a circuit breaker This multiple feeder system provides automatic isolation of a feeder cable ground fault If one of the three 30 amp feeder circuit breakers on either bus opens it should be assumed that a feeder cable ground fault has been isolated and attempted resetting of these breakers prior to troubleshooting is not recommended The electrical load on the affected bus should be maintained below the remaining 60 am
441. repainted During the preflight inspection check the blades for nicks gouges scratches corrosion pits etc the anti ice boots for security the propeller hub for evidence of grease and oil leaks and the propeller spinner for condition and security Repair of small nicks and scratches may be performed by qualified mechanics in accordance with procedures specified in FAA Advisory Circular 43 13 1A However whenever a significant amount of metal is removed or in the case of previously reworked blades that may be at or near minimum width and thickness limits the appropriate McCauley Service Manual must be consulted to determine if minimum allowable blade width and thickness limits have been exceeded If these limits are exceeded blade replacement is required After filing and polishing the damaged area must be inspected by the dye penetrant method to verify that all damage has been removed and the blade is not cracked The area should then be reprotected by localized application of chemical film per MIL C 5541 e g Alodine and repainted as necessary Large nicks or scratches or other damage involving such things as bent blades balance diameter reduction etc must be corrected by an FAA approved propeller repair station 208BPHBUS 00 U S 8 43 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 ENGINE CARE ENGINE EXTERIOR COMPARTMENT CLEANING The engine exterior and compartment may be cleaned using a suitable s
442. require a special brake burn in before delivery or after brake replacement When conditions permit hard brake application is beneficial in that the resulting higher brake temperatures tend to maintain proper brake glazing and will prolong the expected brake life Conversely the habitual use of light and conservative brake application is detrimental to metallic brakes Some of the symptoms of impending brake failure are gradual decrease in braking action after brake application noisy or dragging brakes soft or spongy pedals and excessive travel and weak braking action If any of these symptoms appear the brake system is in need of immediate attention If during taxi or landing roll braking action decreases let up on the pedals and then re apply the brakes with heavy pressure If the brakes become spongy or pedal travel increases pumping the pedals should build braking pressure If one brake becomes weak or fails use the other brake sparingly while using opposite rudder as required to offset the good brake 7 70 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION ELECTRICAL SYSTEM The airplane is equipped with a 28 volt direct current electrical system see Typical Electrical System figure The system uses a 24 volt sealed lead acid battery located on the front right side of the firewall as a source of electrical energy A 200 amp engine driven starter generator is used to maintain the
443. ressure depending on the wash method being conducted Operating environment determines the nature of the wash the frequency and wash method recommended If operating in a continuously salt laden environment desalination wash is recommended following the last flight of the day by means of the motoring method Occasionally salt laden environments necessitate a desalination wash each week using the motoring method Less severe and more general operating environments are not as conducive to rapid deposit buildup but eventually can contribute to performance deterioration and necessitate a performance recovery wash at intervals of 100 200 hours In these general environments a motoring wash is recommended for light soil and multiple motoring or a running wash is suggested for heavy soil CAUTION Always observe engine starting cycle limits when conducting motoring wash procedures 8 44 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B 51000 HANDLING SERVICE AND MAINTENANCE ENGINE COMPRESSOR WASH A number of cleaning agents are recommended for addition to water to form the cleaning solution used for compressor wash However the mixture proportion of all the cleaning agents is not identical Depending on the prevalent ambient temperature aviation kerosene and methanol must be added to the cleaning solution in various proportions The quality of the water used is also important any drinking quality water is permissible for
444. reversionary capabilities if necessary PRIMARY FLIGHT DISPLAY 1 FAN FAILED An overheat condition may arise in the associated display In this case screen brightness will be reduced automatically by 50 to lower internal temperature Use reversionary capabilities if necessary PRIMARY FLIGHT DISPLAY 2 FAN FAILED An overheat condition may arise in the associated display In this case screen brightness will be reduced automatically by 50 to lower internal temperature Use reversionary capabilities if necessary INADVERTENT OPENING OF AIRPLANE DOORS FLIGHT If any of the airplane doors should inadvertently open in flight the airplane should be slowed to 125 KIAS or less to reduce buffeting of the doors If the upper cargo door is open slow to 100 KIAS or less and lower flaps to full down so that wing downwash will move the door towards its normally closed position Closing the upper cargo door or upper half of the passenger door on the Standard 208B can be accomplished after airspeed has been reduced by pulling the door forcefully closed and latching the door If the door cannot be closed in flight a landing should be made as soon as practical in accordance with the checklist procedures On Cargo Versions an open cargo door cannot be closed in flight since the inside of the upper door has no handle If any cargo pod doors inadvertently open in flight the airplane should be slowed to 125 KIAS or less and landed as soon as pra
445. ring after touchdown Paved Level Dry Runway Refer to Sheet 1 for appropriate notes applicable to this chart 7500 Pounds Speed at 50 Feet 73 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 26 Sheet 4 FAA APPROVED 208BPHBUS 00 U S 5 63 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED SHORT FIELD LANDING DISTANCE CONDITIONS Flaps FULL Zero Wind POWER Lever IDLE after clearing Maximum Braking obstacles BETA range lever PROP RPM Lever MAX against spring after touchdown Paved Level Dry Runway Refer to Sheet 1 for appropriate notes applicable to this chart 7000 Pounds Speed at 50 Feet 71 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 26 Sheet 5 FAA APPROVED 5 64 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD SHORT FIELD TAKEOFF DISTANCE NOTE The following general information is applicable to all SHORT FIELD TAKEOFF DISTANCE Charts 1 Use short field takeoff technique as specified in Section 4 2 Decrease distances by 10 for each 11 knots headwind For operation with tailwind up to 10 knots increase distances by 10 for each 2 knots 3 For operation
446. rior to the first flight of the day while the oil is cold MAX COLD marking If more than 10 minutes has elapsed since engine shutdown and engine oil is still warm perform an engine dry motoring run before checking oil level OIL DRAIN PERIOD For engines operated in corporate or utility airplanes with a typical utilization of 50 hours per month or less it is recommended the oil be changed every 400 hours or 12 months whichever occurs first For engines operated in high utilization commuter airline type operation a basic oil drain period of 1200 hours or 12 months is recommended Regardless of the degree of utilization if operating in a sandy or dusty environment the oil change interval must be at least every 6 months FUEL APPROVED FUEL GRADE SPECIFICATION Jet A ASTM D1655 e Jet A 1 ASTM D1655 Jet B ASTM D1655 JP 1 MIL L 5616 JP 4 MIL T 5624 JP 5 MIL T 5624 JP 8 MIL T 83133A Continued Next Page 208BPHBUS 00 U S 8 17 SECTION 8 CESSNA HANDLING SERVICE AND MAINTENANCE MODEL 208B G1000 FUEL Continued ALTERNATE EMERGENCY FUEL Aviation Fuel All grades of military and commercial aviation gasoline CAUTION Aviation gasoline is restricted to emergency use and shall not be used for more than 150 hours in one overhaul period A mixture of one part aviation gasoline and three parts of Jet A Jet A 1 JP 1 or JP 5 may be used for emergency purposes for a maximum of 450 ho
447. rument Markings chart RED LINE GREEN YELLOW RED LINE INSTRUMENT BAND BAND MINIMUM NORMAL CAUTION MAXIMUM LIMIT OPERATING RANGE LIMIT Torque Indicator Foot Pound 010 1865 1865 to 1970 interstage Turbine Temperature 100 to 740 765 to 805 805 ITT Indicator C 2 52 to 1600101 M 1900 Gas Generator Indicator RPM 3 Propeller RPM Indicator Oil Temperature Indicator C Oil Pressure Indicator 40 85 to 105 40 to 85 PSI 40 to 10 10 to 99 99 to 104 NOTE 1 Incorporates red line that moves to compensate for propeller RPM variation 2 Incorporates enlarged ITT scaling with engine OFF and during start STRT sequence to aid temperature monitoring 3 Incorporates red line that moves to compensate for OAT 100 Ng is 37 500 RPM 4 Propeller RPM must set so as not to exceed 675 SHP with torque above 1865 foot pounds Full 675 SHP rating is available only at RPM settings of 1800 or greater Figure 2 4 FAA APPROVED 2 10 U S 208BPHBUS 01 55 SECTION 2 MODEL 208B G1000 LIMITATIONS MISCELLANEOUS INSTRUMENT MARKINGS Power plant instrument markings and their color significance are shown in Miscellaneous Instrument Markings chart RED LINE GREEN RED LINE INSTRUMENT Eralda RAND MINIMUM NORMAL CAUTION MAXIMUM LIMIT OPERATING RANGE LIMIT E nue 2 8 Gallons Indicators Unusable Pressure Gage 1550 to 1850 0 to 300 2000 PSI Alt Amps
448. s 2 8 WORSE using magnetic compass 3 Land as soon as practical Continued Next Page FAA APPROVED 3 62 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES FAILED ATTITUDE AND OR HEADING ATTITUDE FAIL AND OR Red X OVER HEADING DISPLAY ON PFD Continued NOTE The autopilot will disconnect and may not be engaged Reference the GPS track on MFD PFD map to improve situational awareness GPS will continue to display correct GPS based map position and track Air conditioner will affect the magnetic compass IF ONE SIDE ONLY 1 Standby Attitude MONITOR 2 Affected PFD SENSOR softkey PRESS 3 Affected PFD AHRS 1 2 softkey SELECT OPPOSITE SIDE AHRS 4 PFD ADI 15 CONFIRM BOTH ON AHRS 1 or 2 is displayed on both PFDs NOTE The autopilot will disconnect and may not be re engaged FAA APPROVED 208BPHBUS 01 U S 3 63 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 LOSS OF NAVIGATION DATA LATERAL DEVIATION BAR NOT PRESENT AND OR GLIDESLOPE INDEX CLEARS This indicates a loss of data from the selected NAV source Refer to GARMIN G1000 Cockpit Reference Guide for additional information 1 Opposite NAV SELECT 2 HSI Displays CONFIRM OPPOSITE LO
449. s the power setting is Field Elevation Maximum Climb Torque 1740 Ft lbs Cruise Altitude Maximum Climb Torque 1360 Ft lbs FAA APPROVED 208BPHBUS 00 U S 5 5 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CRUISE The cruising altitude should be selected based on a consideration of trip length winds aloft and the airplane s performance A cruising altitude and the expected wind enroute have been given for this sample problem However the power setting selection for cruise must be determined based on several considerations These include the cruise performance characteristics presented in the Cruise Performance Cruise Maximum Torque charts Fuel and Time Required and the Range and Endurance Profile charts The Range Profile chart shows range at maximum cruise power and also at maximum range power For this sample problem maximum cruise power and 1900 RPM will be used The Cruise Performance chart for 12 000 feet pressure altitude is entered using 10 C temperature These values most nearly correspond to the planned altitude and expected temperature conditions The torque setting for maximum cruise power is 1280 Ft Lbs torque at 1900 RPM which results in the following True Airspeed 158 Knots Cruise Fuel Flow 306 PPH FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in the Time Fuel and Distance to Climb chart Cruise Performance chart and Time Fuel and Distance t
450. s PFDs are displaying data from the same Air Data Computer Normally the pilot s side displays ADC1 and the copilot s side displays ADC 2 Refer to GARMIN G1000 Cockpit Reference Guide for additional information BOTH ON AHRS 1 2 This message is displayed on both PFDs and indicates that both pilot s and copilot s PFDs are displaying data from the same Attitude Heading Reference System Normally the pilots side displays AHRS 1 and the copilot s side displays AHRS 2 Refer to GARMIN G1000 Cockpit Reference Guide for additional information XSIDE ADC This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side Air Data Computer Normally the pilot s side displays ADC1 and the copilot s side displays ADC 2 Refer to GARMIN G1000 Cockpit Reference Guide for additional information FAA APPROVED 208BPHBUS 01 U S 3 79 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 XSIDE AHRS This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side Attitude Heading Reference System Normally the pilot s side displays ADC1 and the copilot s side displays ADC 2 Refer to GARMIN G1000 Cockpit Reference Guide for additional information MULTI FUNCTION DISPLAY FAN FAILED An overheat condition may arise in the associated display In this case screen brightness will be reduced automatically by 50 to lower internal temperature Use
451. s a maximum ramp weight of 8785 pounds 208BPHBUS 00 U S 6 13 CESSNA MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST SECTION 6 WEIGHT AND BALANCE RECORD LOAD MANIFEST A30621 X E 2 m H 8 2 2 5 SUAN 09 Figure 6 3 Sheet 1 of 2 208BPHBUS 00 U S 6 14 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND BALANCE RECORD LOAD MANIFEST 72484 MAXIMUM STRUCTURAL WEIGHTS MAX RAMP 8785 LBS MAX TAKEOFF 8750 LBS MAX LANDING 8500 LBS INDEX FORMULA BASIC AIRPLANE INDEX WT ARM 192 500 500 LOAD ITEM INDEX WT ARM 192 IF NEG 500 SUBTRACT FROM 1000 CENTROID POD STATION CENTROID CABIN STATION C G ARM ARM ARM ARM 100 00 100 0 118 0 135 5 Ho 154 75 bcd ZONE 155 4 182 1 B 188 7 209 35 217 8 1 2 233 4 C 246 8 257 35 564 4 3 282 0 cone 294 5 4 307 0 319 5 5 332 00 332 0 344 0 6 356 0 CARGO POD CABIN CARGO Figure 6 3 Sheet 2 208BPHBUS 00 U S 6 15 SECTION 6 55 WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 CREW AND PASSENGER LOADING The pilot and front passenger positions in all airplanes have six way adjustable seats These seats slide fore and aft on tracks that have adjustment holes for s
452. s crear nha SET NO SMOKE SEAT BELT SIGN Switches if installed ON EES ets EC SET NAY CR D Y SORS SELECT NOTE The overspeed warning horn and MAXSPD annunciation will activate when either PFD1 or PFD2 airspeed reaches greater than 175 KIAS In addition the overspeed warning horn and MAXSPD annunciation may appear prior to 175 KIAS if the aircraft is accelerating at a rate that will rapidly exceed Continued Next Page FAA APPROVED U S 208BPHBUS 01 55 SECTION 4 MODEL 208B 51000 NORMAL PROCEDURES DESCENT Continued CAUTION Set PROP RPM Lever at 1900 RPM prior to beginning any instrument approach procedure 6 AS REQUIRED BEFORE LANDING NOTE Refer to Landing Distance chart in Section 5 for anticipated ground roll and total distance requirements 1 Seats Seat Belts Shoulder Harnesses SECURE WARNING Failure to correctly use seat belts and shoulder harnesses could result in serious or fatal injury in the event of an accident 2 FUEL TANK 5 5 BOTH ON 3 FUEL CONDITION HIGH IDLE 4 PROP full forward Sa Rad al vias EE oerte tas STANDBY SARI ome before 200 feet AGL approach
453. s located directly behind the oil cooler Since the secondary exhaust duct is of larger diameter than the primary exhaust pipe a venturi effect is produced by the flow of exhaust This venturi effect creates a suction behind the oil cooler which augments the flow of cooling air through the cooler This additional airflow improves oil cooling during ground operation of the engine ENGINE FUEL SYSTEM The engine fuel system consists of an oil to fuel heater an engine driven fuel pump a fuel control unit a flow divider and dump valve a dual fuel manifold with 14 simplex nozzles and two fuel drain lines The system provides fuel flow to satisfy the speed and power demands of the engine Fuel from the airplane reservoir is supplied to the oil to fuel heater which utilizes heat from the engine lubricating oil system to preheat the fuel in the fuel system A fuel temperature sensing oil bypass valve regulates the fuel temperature by either allowing oil to flow through the heater circuit or bypass it to the engine oil tank Fuel from the oil to fuel heater then enters the engine driven fuel pump chamber through a 74 micron inlet screen The inlet screen is spring loaded and should it become blocked the increase in differential pressure will overcome the spring and allow unfiltered fuel to flow into the pump chamber The pump increases the fuel pressure and delivers it to the fuel control unit via a 10 micron filter in the pump outlet A bypass v
454. s loose articles from falling out the cargo door when the doors are opened The restraining net consists of two halves which part in the center of the door opening The front and rear halves slide fore and aft respectively on a rod to open the net The net is attached to the sidewall by screws and nutplates along the front and rear edges of the net When the net is closed the two halves are held together by snap type fasteners 7 100 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION CARGO AIRPLANE TIE DOWN EQUIPMENT Various items of tie down equipment are available for securing cargo within the airplane and or tying down the airplane This equipment consists of tie down belt assemblies having various load ratings and adjustment devices and two types of quick release tie down ring anchors for securing the belts to the cabin seat tracks and anchor plates Refer to Section 6 for the recommended use and restrictions of this equipment HOISTING RINGS Provisions are made for the installation of four hoisting rings which attach to the left and right sides of both front and rear spar wing to fuselage attach fittings Each hoisting ring consists of a hinge which replaces the washer on the attachment bolt of the fitting The upper half of the hinge contains a ring which is used for attaching the hoist when the airplane is being hoisted When not in use the upper hinge half folds down out of the way To ga
455. s of the other switch positions The timer circuitry includes a solid state timer that will turn off all lights after 30 minutes automatically unless they are switched off manually The circuit for the cabin lights is protected by a pull off type circuit breaker labeled CABIN LTS on the J Box panel in the engine bay CABIN LIGHTS WITH TIMER Super CargoMaster The Super CargoMaster cabin light system consists of four cabin lights installed on the interior of the airplane and courtesy lights under each wing to facilitate boarding or loading cargo during night operations Two lights are located above the center cabin area one above the aft cargo door and one opposite the aft cargo door Controls for the lighting system consists of one 3 way momentary switch labeled CABIN on the lighting control panel as well as a rocker switch just forward of the cargo door 208BPHBUS 00 U S 7 83 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 PASSENGER READING LIGHTS Passenger Version Only Passenger reading lights may be installed near each of the aft passengers positions The lights are located in 14 small convenience panels above each seat A pushbutton type ON OFF switch mounted in each panel controls the lights The lights can be pivoted in their mounting sockets to provide the most comfortable angle of illumination for the passenger NO SMOKE SEAT BELT SIGN Passenger Version Only A lighted warning sign may be in
456. s or particles in the atmosphere particularly at night can cause disorientation or vertigo COURTESY LIGHTS Two courtesy lights are installed one under each wing The lights illuminate the area outside of the airplane adjacent to the crew entry doors The lights operate in conjunction with the cabin lights and are controlled by the cabin light switches as described in the Cabin Lights paragraph in this section INTERIOR LIGHTING Instrument and control panel lighting is provided by integral flood and post lights Six lighting control knobs are grouped together on the lower part of the instrument panel to the left of the control pedestal These controls vary the intensity of the lighting for the instrument panel pedestal overhead panel left sidewall panel LED panels Garmin displays and internally lit instruments The following paragraphs describe the function of these controls The circuits for these lights are protected by two pull off type circuit breakers labeled AVN FLOOD LIGHT and INST LIGHT on the left sidewall switch and circuit breaker panel Other miscellaneous lighting provided or available includes control wheel map lights cabin lights passenger reading lights and a no smoking seat belt sign Discussion of these lights and their controls is also included in the following paragraphs GARMIN DISPLAYS OPTIONAL ADF AND HF DISPLAYS if installed The knob labeled AVIONICS varies the intensity of the Garmin and optiona
457. sages WING FLAPS Handle and all navigation and communications will be inoperative All standby instruments including torque indicator and vacuum driven standby attitude indicator will be operative VOUS suu 39d bs RR ERR CLOSED to avoid drafts a Forward Side Vents CLOSE b Overhead CLOSE 5 5 5 BLEED AIR HEAT Switch OFF 6 Fire Extinguisher USE WARNING Occupants should use oxygen masks if installed until smoke clears After discharging extinguisher within a closed cabin ventilate the cabin T AVIONICS Power Switches OFF WARNING With AVIONICS No 1 and No 2 OFF use standby flight instruments 8 All Other Electrical OFF IF FIRE APPEARS OUT AND ELECTRICAL POWER IS NECESSARY FOR CONTINUANCE OF FLIGHT 9 BATTERY SWIIGCI s ox mL D heels ON 10 GENERATOR Switch RESET 11 STBY ALT PWR Switch ON 12 Circuit Breakers CHECK for faulty circuit do not reset 13 AVIONICS 1 ON Continued Next Page FAA APPROVED 208BPHBUS 00 U S 3 15 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 ELECTRIC
458. sive 8 7 Cessna Customer Care Program 8 7 PhaseCard 8 8 CESCOM System e cane e NOUS E C UAR 8 8 Engine Condition Trend 8 8 Pilot Conducted Preventive Maintenance 8 9 Alterations or Repairs Kee ew eth 8 10 Ground 8 10 RU ee Ok 8 10 cu a eatin eran dert E ok dated adc eae 8 11 G oles 8 11 ledio DET 8 12 Leveling 8 13 8 14 er TI Nae 8 15 FS 8 17 Eanditig GOAN 4 55 52 10 24 8 24 9 due 8 24 Ground Deice Anti lce 8 24 Holdover Timetable I Type Il Type III and Type ic os eee ti ee eae 8 28 Essential Areas to be Deiced 8 34 Essential Areas to Apply Anti ice 8 35 Deice and Anti Ice Fluid Direct Spray Avoidance 8 36 Deicing and Anti Icing
459. smitters two in each tank and indicated by two electrically operated fuel quantity indicators on the upper portion of the instrument panel The fuel quantity indicators which measure volume are calibrated in pounds based on the weight of Jet A fuel on a standard day An empty tank is indicated by a red line and the letter E When an indicator shows an empty tank approximately 2 8 gallons remain in the tank as unusable fuel The left and right fuel quantity indicators each receive power from a pull off type circuit breaker The breakers are labeled LEFT FUEL QTY and RIGHT FUEL QTY respectively and are located on the left sidewall switch and circuit breaker panel WARNING Because of the relatively long fuel tanks fuel quantity indicator accuracy is affected by uncoordinated flight or a sloping ramp if reading the indicators while on the ground Therefore to obtain accurate fuel quantity readings verify that the airplane is parked in a laterally level condition or if in flight make sure the airplane is in a coordinated and stabilized condition WING TANK FUEL LOW CAUTION CAS MESSAGES Two float sensors one for each wing tank will trigger the appropriate amber CAS message L FUEL LEVEL LOW or R FUEL LEVEL LOW MSG when the fuel in the respective tank is 25 gallons 170 Ibs or less When the fuel quantity in each tank is less than 25 gallons 170 lbs amber L R FUEL LEVEL LOW CAS MSG will replace the previously displayed L F
460. sociated with one or more Amber CAS or Garmin G1000 messages Some procedures are not associated with any particular CAS or Garmin G1000 message but can involve one or more messages These procedures are organized by related systems An Abnormal Procedure is one requiring the use of special systems and or the alternate use of regular systems that will maintain an acceptable level of airworthiness These procedures require immediate pilot awareness and subsequent crew action may be required Amber CAS MSG s will initially flash Pressing the CAUTION softkey will change the CAS message to a steady state NOTE White CAS MSG s provide general information indicate the need for additional crew awareness and the possible necessity of future pilot action n order to avoid confusion due to multiple messages at critical times some CAS MSG s are inhibited when a Line Replaceable Unit LRU such as the GEA 71 Garmin Engine Airframe Computer has failed Generally the following Emergency and Abnormal Procedures do not direct the pilot to check reset circuit breakers This is considered basic airmanship and can be accomplished at the pilot s discretion Except where specific action is required these procedures do not specify action when on the ground Conditions resulting in a Red or Amber message should be corrected prior to flight Reasons for White CAS MSG s should be determined prior to flight e Red or Amber CAS MSG
461. ss Navigation is to be conducted using only current charts data and authorized navigation facilities Use of the TERRAIN PROXIMITY information for primary terrain avoidance is prohibited The Terrain Proximity map is intended only to enhance situational awareness It is the pilot s responsibility to provide terrain clearance at all times Navigation using the G1000 is not authorized north of 70 North latitude or south of 70 South latitude due to unsuitability of the magnetic fields near the Earth s poles In addition operations are not authorized in the following two regions 1 North of 65 North latitude between longitude 75 W and 120 W Northern Canada 2 South of 55 South latitude between longitude 120 E and 165 E region south of Australia and New Zealand Continued Next Page FAA APPROVED 2 28 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS G1000 LIMITATIONS Continued The COM 1 2 split COM function of the Audio Panel is not approved for use During COM 1 2 operation transmission by one crew member inhibits reception by the other crew member The fuel quantity fuel used and fuel remaining functions of the G1000 are advisory information only and must be verified by the pilot Dispatch with GIA1 2 PFD or MFD cooling advisory message is prohibited OPERATIONAL APPROVALS The Garmin G1000 GPS receivers are approved under TSO C145a Class 3 The Garmin G1000 system has been
462. ssory gearbox case The chip detectors trigger an Amber CHIP DETECT CAS MSG on the instrument panel The CAS message will illuminate when metal chips are present in one or both of the chip detectors Illumination of the Amber CHIP DETECT CAS MSG necessitates the need for inspection of the engine for abnormal wear OIL BREATHER DRAIN CAN Model 208 airplanes have an oil breather drain can mounted on the right lower engine mount truss This can collects any engine oil discharge coming from the accessory pads for the alternator drive pulley starter generator air conditioner compressor if installed and the propeller shaft seal This can should be drained after every flight A drain valve on the bottom right side of the engine cowling enables the pilot to drain the contents of the oil breather drain can into a suitable container The allowable quantity of oil discharge per hour of engine operation is 14 cc for airplanes with air conditioning and 11 cc for airplanes without air conditioning If the quantity of oil drained from the can is greater than specified the source of the leakage should be identified and corrected prior to further flight 7 60 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION PROPELLER The airplane is equipped with a McCauley aluminum material three bladed propeller The propeller is constant speed full feathering reversible single acting governor regulated propeller A se
463. stalled in the airplane to facilitate warning passengers of impending flight operations necessitating the fastening of seat belts and or the extinguishing of all smoking materials This installation consists of a small lighted panel mounted in the cabin headliner immediately aft of the overhead console and two toggle type switches labeled SEAT BELT and NO SMOKE on the lighting control panel When these switches are placed in the ON position the warning signs illuminate displaying the international graphic symbolism for fasten seat belts and no smoking to the rear cabin passengers The circuit for the warning sign lights is protected by a pull off type circuit breaker labeled SEAT BELT SIGN on the left sidewall switch and circuit breaker panel CABIN HEATING VENTILATING AND DEFROSTING SYSTEM The temperature and volume of airflow to the cabin is regulated by the cabin heating ventilating and defrosting system see Cabin Heating Ventilating and Defrosting System figure In the heating system hot compressor outlet air is routed from the engine through a flow control valve then through a mixer muffler where it is mixed with cabin return air or warm air from the compressor bleed valve depending on the setting of the mixing air valve to obtain the correct air temperature before the air is routed to the cabin air distribution system Controls are provided to direct the heated air to the forward and or aft portions of the cabin for heating and
464. static vane heater system has malfunctioned or that the LEFT PITOT HEAT circuit breaker is pulled 20 R P S HEAT AMBER Indicates that either the right side pitot static vane heater system has malfunctioned or that the RIGHT PITOT HEAT circuit breaker is pulled 21 L R P S HEAT AMBER Indicates that either both pitot static vane heater systems left and right have malfunctioned or that both the LEFT and RIGHT PITOT HEAT circuit breakers are pulled 22 STALL HEAT AMBER Indicates that the stall warning heater system has malfunctioned or the STALL WARN circuit breaker is pulled in conditions below 19 C 66 F or above 52 C 125 F Continued Next Page 208BPHBUS 01 U S 7 21 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 CAS MESSAGES Continued 23 GENERATOR AMPS AMBER Indicates that the generator output is less than 10 amps or greater than 200 amps 15 300 with 300 amp starter generator 24 ALTNR AMPS AMBER Indicates that the alternator output is less than 10 amps or greater than 75 amps 25 IGNITION ON WHITE Indicates electrical power is being supplied to the engine ignition system 26 STBY PWR ON WHITE Indicates that the standby alternator is generating electrical power 27 SPD NOT AVAIL WHITE Indicates that the SPD key was pressed on Autopilot Mode Control panel GROUND CONTROL Effective ground control while taxiing is accomplished through nose wheel
465. stem provided the ignition switch is in the NORMAL position After the engine has started during a ground or air start the starter switch must be manually positioned to OFF for generator operation White IGNITION ON CAS MSG will illuminate when electrical power is being applied to the igniters The ignition system is protected by a pull off type circuit breaker labeled IGN on the left sidewall switch and circuit breaker panel AIR INDUCTION SYSTEM The engine air inlet is located at the front of the engine nacelle to the left of the propeller spinner Ram air entering the inlet flows through ducts and an inertial separator system and then enters the engine through a circular plenum chamber where it is directed to the compressor by guide vanes The compressor air inlet incorporates a screen which will prevent entry of large articles but does not filter the inlet air 208BPHBUS 00 U S 7 51 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 INERTIAL SEPARATOR SYSTEM An inertial separator system in the engine air inlet duct prevents moisture particles from entering the compressor air inlet plenum when in bypass mode The inertial separator consists of two movable vanes and a fixed airfoil which during normal operation route the inlet air through a gentle turn into the compressor air inlet plenum When separation of moisture particles is desired the vanes are positioned so that the inlet air is forced to execute a shar
466. stening Continued Next Page 208BPHBUS 00 U S 7 31 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 SEAT BELTS STRAP AND SHOULDER HARNESSES PILOT AND COPILOT SEATS Continued To use the restraint system lengthen each half of the belt as necessary by pulling the buckle or connecting link to the lap with one hand while pulling outward on the narrow adjuster strap with the other hand Insert the left belt link into the left slot of the buckle Bring the crotch strap upward and insert its link into the bottom slot in the buckle Finally position each strap of the shoulder harness over the shoulders and insert their links into the upper slots in the buckle the seat belts should be tightened for a snug fit by grasping the free end of each belt and pulling up and inward During flight operations the inertia reel allows complete freedom of upper body movement however in the event of a sudden deceleration the reel will lock automatically to protect the occupant WARNING Failure to correctly use seat belts and shoulder harnesses could result in serious or fatal injury in the event of an accident Release of the belts strap and shoulder harnesses is accomplished by simply twisting the front section of the buckle in either direction and pulling all connecting links free 7 32 U S 208BPHBUS 00 55 SECTION 7 MODEL 2088 51000 AIRPLANE AND SYSTEMS DESCRIPTION CABIN ENTRY DOORS Entry to an
467. t be provided to indicate the accuracy of the magnetic compass in 30 increments 9 Near wing flap position indicator UP to 10 175 KIAS partial flap range with dark blue color code also mechanical detent at 10 10 to 20 150 KIAS light blue code also mechanical detent at 20 20 to FULL 125 KIAS white color code 10 Below power lever CAUTION USE BETA AND REVERSE ONLY WITH ENGINE RUNNING AND PROPELLER OUT OF FEATHER 11 fuel tank selector A39003 OFF OFF v FUEL TANK SELECTORS ON 165 GAL C 332 GAL WITH BOTH TANKS ON J MAXIMUM FUEL UNBALANCE IN FLIGHT 200LB Continued Next Page FAA APPROVED 2 34 U S 208BPHBUS 00 55 SECTION 2 MODEL 208B G1000 LIMITATIONS PLACARDS Continued 12 Adjacent to each outboard fuel tank filler cap A59790 IRED SEE PILOTS TIE REQU RATI AOT PROVED FUELS QUANTITY AND TYPE of ale Fano GROUND WING TIE DOWN GALLONS 635 9 7 8 05 2 LITE V NV FUEL C 5 5 13 Adjacent to each inboard fuel tank filler cap when installed A41070 REQUIRED SEE PILOT S OPER Pe NOON VED FUELS QUANTITY 7476 HANDA gives ROUND TO WING TIE DOWN OF Ann 290K UTIO 3 SW p OPEN WHEN FUEL QUAN yor EXCESS OF 120 3 US GA Is N ALLONS 455 9 93 56 3 LI ER Av BDC 6 Continued Next Page FAA APPROVED 208BPHBUS 00 U
468. t is important to check the condition and quantity of oxygen face masks and hose assemblies The oxygen supply system if installed should be functionally checked to ensure that it is in working order and that an adequate supply of oxygen is available BEFORE STARTING ENGINE WARNING e t is the responsibility of the pilot in command to make sure that the airplane is correctly loaded within the weight and center of gravity limits prior to takeoff Failure to correctly use seat belts and shoulder harnesses could result in serious or fatal injury in the event of an accident Continued Next Page FAA APPROVED 4 34 U S 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES BEFORE STARTING ENGINE Continued The Before Starting Engine checklist procedures should be followed closely to assure a satisfactory engine start Most of the checklist items are self explanatory Those items that may require further explanation are noted in the following discussion When setting electrical switches prior to engine start only those lighting switches that are necessary for a night time engine start should be turned on All other switches including exterior lights anti ice deice ventilation fans air conditioning if installed switches should be turned off The BLEED AIR HEAT Switch should be off to prevent excessive compressor bleed during the engine start Also the standby power switch should be off during engine star
469. tandby system consists of a standby motor a guarded standby flap motor switch and a standby flap motor up down switch located on the overhead panel Both switches have guards which are safetied in the closed position with breakable copper wire The guarded standby flap motor switch has NORM and STBY positions The guarded NORM position of the switch permits operation of the flaps using the control pedestal mounted selector the STBY position is used to disable the dynamic braking of the primary flap motor when the standby flap motor system is operated The standby flap motor up down switch has UP center OFF and DOWN positions The switch is guarded in the center off position To operate the flaps with the standby system lift the guard breaking safety wire and place the standby flap motor switch in STBY position then lift the guard breaking safety wire and actuate the standby flap motor up down switch momentarily to UP or DOWN as desired Observe the flap position indicator to obtain the desired flap position Since the standby flap system does not have limit switches actuation of the standby flap motor up down switch should be terminated before the flaps reach full up or down travel After actuation of the standby flap motor system switch guards should be resafetied to the closed position by maintenance personnel when maintenance action is accomplished The standby flap system is protected by a pull off type circuit breaker labeled ST
470. tects a difference of 7 KIAS or greater between the pilot s and copilot s airspeed information 10 KIAS difference during takeoff or landing roll Refer to GARMIN G1000 Cockpit Reference Guide for additional information DUAL GPS FAILURE When both GPS receivers are inoperative the G1000 system will enter one of two modes Dead Reckoning mode DR or Loss Of Integrity mode LOI The mode is indicated on the HSI by an amber DR or LOP Which mode is active depends on the distance from the destination airport in the active flight plan TRANSPONDER FAILURE Transponder failure may be indicated by a red X across the transponder display or failure of the transponder to accept codes or mode changes from the PFD FAA APPROVED 13 78 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES FAILED ATTITUDE AND OR HEADING This message indicates a loss of pitch roll and or heading information from AHRS Refer to GARMIN G1000 Cockpit Reference Guide for additional information Interference from GPS repeaters operating inside nearby hangars can cause an intermittent loss of attitude and heading displays while the aircraft is on the ground This is usually accompanied a BOTH ON 51 2 message Moving the aircraft more than 100 yards away from the source of the interference should alleviate the condition BOTH ON ADC1 2 This message is displayed on both PFDs and indicates that both pilot s and copilot
471. ter corrections Continued Next Page FAA APPROVED 208BPHBUS 01 U S 3 53 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 ALTITUDE MISCOMPARE Amber ALT MISCOMP INDICATION PFD Continued IF PILOT PFD AND STANDBY ALTIMETER AGREE COPILOT PFD STILL DIFFERS 6 Compare indicated altitude to GPS altitude on MFD AUX GPS STATUS page to aid in determining which primary system is most accurate NOTE When comparing indicated altitude to GPS altitude deviations from standard temperature or pressure can cause indicated altitude to deviate from GPS altitude These errors are largest at high altitude and can amount to over 2 500 feet under some conditions However below 10 000 feet with the correct local altimeter setting set GPS altitude will usually be within 600 feet or better of the correct indicated altitude Use the following guidelines to help estimate correct altitude for non standard conditions Temperatures WARMER than standard can cause GPS altitude to read HIGHER than indicated altitude Pressures LOWER than standard can cause GPS altitude to read HIGHER than indicated altitude IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE 5 6 Use SENSOR REVERSION to select most accurate ADC both PFDs Land as soon as practical IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE 5 O UID 19 54 Land as soon as practical Consider diversion to visual conditions Maintain altitudes base
472. the ENGINE softkey is pressed the SYSTEM softkey will appear adjacent to the ENGINE softkey The SYSTEM page provides numerical values for parameters on the ENGINE page that are shown as indicators only Torque ITT Ng and Np RPM are displayed identically on the SYSTEM page The SYSTEM page also provides numerical indication for fuel quantity fuel totalizer pounds remaining and pounds used generator amps standby alternator amps battery amps bus voltage anti ice remaining gallons of fluid and hours remaining and propeller amps The engine and airframe unit provides data to the EIS which displays the data for the ENGINE page described below Engine operation is monitored by torque ITT Ng propeller RPM oil pressure oil temperature and fuel flow 7 46 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION TORQUE INDICATIONS Torque TRQ indication is displayed at the top of both the ENGINE and SYSTEM pages The indicator is a round gage with a white pointer The transmitter senses the difference between the engine torque pressure and the pressure in the engine case and transmits this data to the G1000 Normal operating range is indicated by a green arc that extends from 0 to redline Redline varies from 1865 to 1970 ft lbs depending on prop RPM For normal cruise flight when prop RPM is between 1600 1900 a blue torque bug is included on the arc This indicates maximum allowed cr
473. the left sidewall switch and circuit breaker panel One switch controls power to the number 1 avionics bus while the other switch controls power to the number 2 avionics bus The switches are labeled AVIONICS and are ON in the forward position and OFF in the aft position The avionics power switches should be placed in the OFF position prior to turning the battery switch ON or OFF or applying an external power source The number 1 AVIONICS Switch must be ON WARNING Failure to have AVIONICS No 1 ON will result in an over temperature and image damage AVIONICS STANDBY POWER SWITCH The avionics standby power system switch is a guarded two position switch breaker labeled AVIONICS STBY PWR The guard covering this switch must be lifted in order to select the ON position When switched ON the standby electrical system directly provides power to the Avionics bus 1 When switched OFF the standby electrical system may provide extra power to the avionics busses via the main power distribution bus provided the STBY PWR circuit breakers on the electrical busses are not pulled When operating solely on standby power both AVIONICS 1 and 2 power switches should be OFF to avoid feeding a possible fault in the primary power system AVIONICS BUS TIE SWITCH The avionics bus tie switch is a two position guarded toggle type switch located on the left sidewall switch and circuit breaker panel The switch connects the number 1 and number 2 avionics buses
474. the performance capability of the airplane but loads for which the airplane was not designed may be imposed on the structure especially during landing The pilot should routinely determine the balance of the airplane since it is possible to be within the maximum weight limit and still exceed the center of gravity limits An airplane loading which exceeds the forward center of gravity limit may place heavy loads on the nose wheel and the airplane will be slightly more difficult to rotate for takeoff or flare for landing If the center of gravity is too far aft the airplane may rotate prematurely on takeoff depending on trim settings Continued Next Page 208BPHBUS 00 U S 6 3 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 AIRPLANE WEIGHING FORM A30620 AIRPLANE WEIGHING FORM REFERENCE NOTE IT IS THE RESPONSIBILITY OF THE AIRPLANE NOSE DOES OPERATOR TO ENSURE THAT THE 250 NOT COINCIDE WITH AIRPLANE IS LOADED PROPERLY REFERENCE DATUM MAC 177 57 66 4 200 NOSE JACK POINT o z FS 100 CARGO POD REMOVED n FOR CLARITY 150 1 2 100 eai Jo e 5 AFT JACK POINT FS 227 44 WITHOUT CARGO POD INSTALLED AT LH AND RH L 23 77 WITHIN MAIN GEAR FAIRING LORENIN xig CARGO POD INSTALLED AT LH AND L 31 125 AFT BOLT HEAD ON OUTBOARD MAIN GEAR TRUNNION BEARING CAP WITH MAIN GEAR FAIRING REMOVED 0 50 100 150 200
475. ting your Cessna Service Station or Cessna Product Support An affidavit containing the owner s name airplane serial number and registration number must be included in replacement requests since the POH AFM is identified for a specific airplane only 208BPHBUS 00 U S 8 5 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 AIRPLANE FILE 1 To be displayed in the airplane at all times a Aircraft Airworthiness Certificate FAA Form 8100 2 b Aircraft Registration Certificate FAA Form 8050 3 c Aircraft Radio Station License if transmitter installed FCC Form 556 2 To be carried in the airplane at all times a Pilots Operating Handbook and FAA Approved Airplane Flight Manual b Weight and Balance and associated papers latest copy of the Repair and Alteration Form FAA Form 337 if applicable c Equipment List 3 To be made available upon request a Aircraft Maintenance Record b Engine Maintenance Record c Propeller Maintenance Record d Avionics Maintenance Record Most of the items listed are required by the United States Federal Aviation Regulations Since the Regulations of other nations may require other documents and data owners operators of airplanes not registered in the United States should check with their own aviation officials to determine their individual requirements Cessna recommends that these items plus the Pilot s Checklists CESCOM Customer Care Program Handboo
476. tings VERIFY both pilot and copilot have the correct altimeter setting IF ANNUNCIATION DOES NOT CLEAR 2 Pilot and Copilot Altitude COMPARE with Standby Altimeter WARNING The Standby Altimeter uses the same static sources as the pilot s side air data computer ADC1 Do not use Standby Altimeter as sole source in determining correct altitude IF COPILOT PFD AND STANDBY ALTIMETER AGREE PILOT PFD DIFFERS 3 SENSOR Softkey pilot PRESS 4 ADC2 PRESS 5 PFD ADI CONFIRM BOTH ON ADC is displayed on both PFDs Continued Next Page FAA APPROVED 13 74 U S 208BPHBUS 01 55 SECTION 3 MODEL 208B G1000 ABNORMAL PROCEDURES PITOT STATIC HEATER FAILURE Amber L R OR L R P S HEATER CAS MSG Continued IF PILOT PFD AND STANDBY ALTIMETER AGREE COPILOT PFD DIFFERS 1 Autopilot DISENGAGE altitude hold mode 2 ALT STATIC PULL FULL ON NOTE The alternate static source is connected to the left PFD and standby instruments only Refer to Section 5 Performance for airspeed and altimeter corrections IF PILOT PFD AND STANDBY ALTIMETER AGREE COPILOT PFD STILL DIFFERS 3 Compare indicated altitude to GPS altitude on MFD AUX GPS STATUS page to aid in determining which primary system is most accurate
477. tion The barrier consists of a U shaped assembly of honeycomb composite construction The assembly attaches to the four seat rails at the bottom at station 153 and to structure at the top at approximately station 166 The cargo barrier nets consist of three nets one for the left sidewall one for the right sidewall and one for the center The left and right nets fill in the space between the barrier assembly and the airplane sidewalls The side nets are fastened to the airplane sidewalls and the edge of the barrier with six anchor type fasteners each three on each side The center net fills in the opening in the top center of the barrier The center net is fastened with four anchor type fasteners two on each side CARGO PARTITIONS Cargo partitions are available and can be installed to divide the cargo area into convenient compartments Partitions may be installed in all of the five locations at stations 188 7 246 8 282 0 307 0 and 332 0 The cargo partitions are constructed of canvas with nylon webbing reinforcement straps crisscrossing the partition for added strength The ends of each strap have fittings which attach to the floor tracks and anchor type fasteners on the sides and top of the fuselage Four straps have adjustable buckles for tightening the straps during installation of the partition CARGO DOOR RESTRAINING NET A restraining net may be installed on the inside of the airplane over the cargo door opening The net preclude
478. tion just forward of the exterior door handle operates in conjunction with the interior door handle It is used whenever it is desired to open the door from outside the airplane while the interior door handle is in the locked position Depress the pushbutton to release the lock of the interior door handle and to allow the exterior door handle to function normally to open the door 7 36 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION CARGO DOORS A two piece cargo door is installed on the left side of the airplane just aft of the wing trailing edge The cargo door is divided into an upper and a lower section When opened the upper section swings upward and the lower section swings forward to create a large opening in the side of he fuselage which facilitates the loading of bulky cargo into the cabin The upper section of the cargo door incorporates a conventional exterior door handle with a separate key operated lock and on the Passenger Version only a pushbutton exterior emergency door release and an interior door handle which snaps into a locking receptacle The upper door also incorporates two telescoping door lifts which raise the door to the fully open position when opened A cargo door open warning system is provided as a safety feature so that if the upper door is not properly latched an Amber CAS MSG labeled DOOR UNLATCHED located on the PFD illuminates to alert the pilot The lower door s
479. to the windshield for defrosting Ventilating air is obtained from an inlet on each side at the forward fuselage and through two ram air inlets one on each wing at the upper end of the wing struts The wing inlet ventilating air is routed through the wing into a plenum chamber located in the center of the cabin top The plenum distributes the ventilating air to individual overhead outlets near each seat position Two electric blowers are available for the overhead ventilating system Details of this installation are presented in Section 9 Supplements 7 84 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION BLEED AIR HEAT SWITCH A two position toggle switch labeled BLEED AIR HEAT is located on the cabin heat switch and control panel The switch controls the operation of the bleed air flow control valve The ON position of the switch opens the flow control valve allowing hot bleed air to flow to the cabin heating system The OFF position down closes the valve shutting off flow of hot bleed air to the heating system TEMPERATURE SELECTOR KNOB A rotary temperature selector knob labeled TEMP is located on the cabin heat switch and control panel The selector modulates the opening and closing action of the flow control valve to control the amount and temperature of air flowing into the cabin Clockwise rotation of the knob increases the mass flow and temperature of the air NOTE f more cab
480. try provides a means of overriding the outside door lock from inside the airplane To operate the override pull the knob and rotate it in the placarded direction to unlock or lock the door Both crew doors should be latched before flight and should not be opened intentionally during flight To lock the doors for crew entry when leaving the airplane lock the right door with the manually operated inside door lock close the left door and using the key lock the door 208BPHBUS 00 U S 7 33 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 PASSENGER ENTRY DOOR Passenger Version Only The entry door for passengers consists of an upper and lower section When opened the upper section swings upward and the lower section drops down providing integral steps to aid in boarding or exiting the airplane The upper door section incorporates a conventional exterior door handle with a separate key operated lock a pushbutton exterior door release and an interior door handle which snaps into a locking receptacle The lower door section features a flush handle which is accessible from either inside or outside the airplane This handle is designed so that when the upper door is closed the handle cannot be rotated to the OPEN position The lower door also contains integral door support cables and a door lowering device A cabin door unlatched warning system is provided as a safety feature so that if the upper door is not properly latched
481. ts CAUTION Leaving the BLEED AIR HEAT Switch ON can result in a hot start or abnormal acceleration to idle The generator switch is spring loaded to the ON position When the starter switch is placed in the START or MOTOR position the generator control unit GCU opens the generator contactor When the starter switch is returned to the OFF position after an engine start the GCU closes the generator contactor thereby placing the generator on the line The IGNITION Switch is left in the NORM position for engine starting with the starter motor non windmilling start In this position the igniters are energized when the starter switch is placed in the START position Ignition is automatically terminated when the starter switch is turned OFF CAUTION It is especially important to verify that the EMERGENCY POWER Lever is in the NORMAL position aft of the IDLE gate during engine starts With the lever forward of this gate excessive quantities of fuel will be discharged through the fuel nozzles when the FUEL CONDITION Lever is moved to the LOW IDLE position and a hot start will result Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 35 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 BEFORE STARTING ENGINE Continued Before starting the engine the POWER Lever is placed at the IDLE position against the BETA gate the propeller control lever is moved to the MAX RPM position full forward and the FUEL CONDITION
482. ts or at the discretion of the pilot and consistent with safety continue engine operation in preparation for an emergency landing as soon as possible FUEL CONTROL UNIT MALFUNCTION THE PNEUMATIC OR GOVERNOR SECTIONS Engine Power Rolls Back To Idle 41 POWER 2 20 ex ware a eos dette IDLE 2 EMERGENCY POWER USE maintain 65 Ng minimum during flight CAUTION The EMERGENCY POWER lever overrides normal fuel control functions and results in the direct operation of the fuel metering valve Utilize slow and smooth movement of the EMERGENCY POWER lever to avoid engine surges and or exceeding ITT Ng and torque limits EMERGENCY POWER LEVER NOT STOWED Red EMERG PWR LVR CAS MSG 1 EMERGENCY POWER Lever VERIFY NORMAL FAA APPROVED 208BPHBUS 01 U S 3 27 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 208B G1000 FUEL SYSTEM FUEL FLOW INTERRUPTION TO FUEL RESERVOIR Red RSVR FUEL LOW CAS MSG 1 FUEL TANI 5 BOTH ON 2 IGNITION 5 3 FUEL BOOST 5 4 If Red RSVR FUEL LOW CAS MSG remains and there is usable fuel in the wing tanks a Carefully monitor engine indications and Amber FUEL PRESS LOW CAS 5 for signs of fuel starvation b Land as soon as possible and determine cause of Red RSVR FUEL L
483. tting introduced into the governor with the PROP RPM Lever establishes the propeller speed The propeller utilizes oil pressure which opposes the force of springs and counter weights to obtain correct pitch for the engine load Oil pressure from the propeller governor drives the blades toward low pitch increases RPM while the springs and counterweights drive the blades toward high pitch decreasing RPM The source of oil pressure for propeller operation is furnished by the engine oil system boosted in pressure by the governor gear pump and supplied to the propeller hub through the propeller flange To feather the propeller blades the PROP RPM Lever on the control pedestal is placed in the FEATHER position counterweights and spring tension will continue to twist the propeller blades through high pitch and into the streamlined or feathered position Unfeathering the propeller is accomplished by positioning the PROP RPM Lever forward of the feather gate The unfeathering system uses engine oil pressure to force the propeller out of feather Reversed propeller pitch is available for decreasing ground roll during landing To accomplish reverse pitch the power lever is retarded beyond IDLE and well into the BETA range Maximum reverse power is accomplished by retarding the power lever to the MAX REVERSE position which increases power output from the gas generator and positions the propeller blades at full reverse pitch An externally grooved feedb
484. ttitude Use the steerable nose wheel and rudder to maintain direction Figure 4 3 FAA APPROVED 4 42 US 208BPHBUS 00 55 SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES BEFORE TAKEOFF The FUEL TANK SELECTORS are normally both ON for takeoff and all flight operations However one side can be turned OFF as required to balance the fuel load WARNING Do not exceed 200 pounds fuel imbalance in flight To obtain accurate fuel quantity indicator readings verify the airplane is parked in a laterally level condition or if in flight make sure the airplane is in a coordinated and stabilized condition When checking the INERTIAL SEPARATOR with engine power set at 400 foot pounds it is typical to see an approximate 25 foot pound drop in torque when the T handle is pulled to the BYPASS position This torque drop will vary some with wind conditions during static check A neutral index mark is added to the pedestal cover which corresponds to the zero degree trim tab position As loadings vary towards the forward C G limit or aft C G limit elevator trim settings towards the nose up and nose down ends of this takeoff range respectively will provide comfortable control wheel forces during takeoff and initial climb Prior to takeoff the FUEL CONDITION Lever is moved forward to the HIGH IDLE position approximately 65 to remain in this position until after landing The higher gas generator idle speed for flight provi
485. ude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 43 Sheet 2 FAA APPROVED 5 108 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE WITHOUT CARGO POD SHORT FIELD LANDING DISTANCE CONDITIONS Flaps FULL Zero Wind POWER Lever IDLE after clearing Maximum Braking obstacles BETA range lever PROP RPM Lever MAX against spring after touchdown Paved Level Dry Runway Refer to Sheet 1 for appropriate notes applicable to this chart 8000 Pounds Speed at 50 Feet 75 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 43 Sheet 3 FAA APPROVED 208BPHBUS 00 U S 5 109 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 WITHOUT CARGO POD SHORT FIELD LANDING DISTANCE CONDITIONS Flaps FULL Zero Wind POWER Lever IDLE after clearing Maximum Braking obstacles BETA range lever PROP RPM Lever MAX against spring after touchdown Paved Level Dry Runway Refer to Sheet 1 for appropriate notes applicable to this chart 7500 Pounds Speed at 50 Feet 73 KIAS Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Pressure Altitude Feet Sea Level 2000 4000 6000 8000 10 000 12 000 Figure 5 43 Sheet 4 FAA APPROVED 5 110 U S 208BPHBUS 00 55 SECTION 5 MODEL 208B 51000 PERFORMANCE
486. ude information is depicted by a vacuum driven attitude indicator Bank attitude is presented by a pointer at the top of the indicator relative to the bank scale which has index marks at 10 20 30 60 and 90 either side of the center mark Pitch and roll attitudes are presented by a miniature airplane superimposed over a symbolic horizon area divided into two sections by a white horizon bar The upper blue sky and the lower ground area have arbitrary pitch reference lines useful for pitch attitude control A knob at the bottom of the instrument is provided for inflight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication LOW VACUUM WARNING FLAG The standby attitude indicator includes an orange low vacuum warning flag GYRO that comes into view when the vacuum is below the level necessary for reliable gyroscope operation WARNING The orange low vacuum warning flag gyro is the only indication of the loss of the vacuum system 208BPHBUS 00 U S 7 93 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 TYPICAL VACUUM SYSTEM A70359 amp BLEED AIR b 9 EXHAUST VACUUM EJECTOR RELIEF VALVE PRESSURE REGULATOR VACUUM RELIEF VALVE BACKUP ATTITUDE INDICATOR VACUUM WITH VACUUM LOW WARNING FLAG V
487. uired by operating regulation Or as required by operating regulation Or as required by operating regulation Or as required by operating regulation Or as required by operating regulation Or as required by operating regulation Or as required by operating regulation 1 Oxygen System k Including Pressure o o o oy operating Gage gu Continued Next Page FAA APPROVED 208BPHBUS 01 U S 2 21 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 KINDS OF OPERATIONS EQUIPMENT LIST Continued KIND OF OPERATION R SYSTEM AND OR COMPONENT COMMENTS OXYGEN Continued f any passenger seat is 2 Passenger Oxygen occupied the number of installed System masks must equal the number of passenger seats plus one 3 Crew Oxygen 0 Or as required by operating Masks 2 regulation ACUUM Fuel Boost Pump Fuel Quantity Indications 2 Fuel Flow Indication Fuel Firewall Shutoff System Engine Driven Fuel Pump Dual Igniter System Displayed as part of the Engine Indication System EIS Continued Next Page FAA APPROVED 2 22 U S 208BPHBUS 01 55 SECTION 2 MODEL 208B G1000 LIMITATIONS KINDS OF OPERATIONS EQUIPMENT LIST Continued KIND OF OPERATION R SYSTEM AND OR COMPONENT COMMENTS ENGINE FUEL AND CONTROL Continued 7 Engine Indications TQ ITT Ng Oil Press Oil Temp 8
488. uise torque per the cruise performance and maximum torque charts in section 5 Performance The blue advisory cruise torque bug located on the EIS torque indication is not to be used as the primary means of setting cruise torque Always refer to the appropriate performance chart in Section 5 of the POH AFM PROPELLER RPM INDICATIONS The propeller RPM PROP RPM is indicated numerically below Gas Generator RPM The digits are white with RPM between 0 1599 RPM green between 1600 1900 RPM and white with a red background when RPM is greater than or equal to 1910 The instrument is electrically operated from the propeller tachometer generator which is mounted on the right side of the front case ITT INDICATION Interstage Turbine Temperature ITT is indicated below torque and is round dial gage with a white pointer This instrument displays gas temperature between the compressor and power turbines With the engine off or during start ITT indicator displays a green band from 100 to 740 an Amber caution band from 766 C 805 C and a redline at 1090 C The gage is graduated at 100 degree intervals from 600 C to 1100 C With the engine running a green arc indicates normal operating range from 100 C to 740 C an Amber caution region from 765 C 805 C with a redline at 805 C The gage is graduated at 50 degree intervals from 600 C 900 C The digital readout flashes red when over temperature situation has occurred GAS GENERATOR
489. ulbs and if necessary remains sufficiently illuminated with one bulb defective POST LIGHTS Grasp lens cap and pull straight out from socket Pull bulb from cap and replace with MS25237 327 bulb Replace cap in Socket and rotate cap to direct light in desired direction CONTROL WHEEL MAP LIGHT Grasp rim of bulb push straight up and turn counterclockwise as far as possible then pull bulb straight down and out of Socket Replace with 24R8 bulb To install new bulb in socket align pins on bulb with slots in socket then push straight up and rotate bulb clockwise as far as possible Figure 8 6 208BPHBUS 00 U S SECTION 8 HANDLING SERVICE AND MAINTENANCE BULB REPLACEMENT 2685R1048 8 49 8 50 55 SECTION 9 MODEL 208B 675 SHP SUPPLEMENTS SUPPLEMENTS INTRODUCTION This section consists of a series of supplements each covering a single system which may be installed in the airplane Each supplement contains a brief description and when applicable Limitations Emergency Procedures Normal Procedures and Performance Operators should refer to each supplement to ensure that all limitations and procedures appropriate for their airplane are observed NOTE Some supplements contain references to equipment manufacturers pilot s manuals which are supplied with the airplane at the time of delivery from the factory or whenever equipment is installed after delivery These manuals must be kept up to
490. unds Each compartment has a loading door located on the left side of the pod The doors are hinged at the bottom and each has two latches When the latch handles are rotated to the horizontal position with the doors closed the doors are secured Refer to the Pod Internal Dimension and Load Markings and Cargo Pod Loading Arrangements figures for additional details MAXIMUM ZONE COMPARTMENT LOADINGS Maximum zone loadings are as follows WEIGHT LIMITS Pounds UNSECURED ZONE VOLUME X SECURED USING C G COMPART CUBIC BY PARTITIONSOR STATION MENT FEET TIE DOWNS CARGO LOCATION FUSELAGE 1 52 9 1780 415 172 1 2 109 0 3100 860 217 8 3 63 0 1900 495 264 4 4 43 5 1380 340 294 5 5 40 1 1270 315 319 5 6 31 5 320 245 344 0 CARGO POD A 23 4 230 132 4 B 31 5 310 182 1 27 8 270 233 4 D 28 8 280 287 6 THIS IS THE MAXIMUM CARGO ALLOWED IN THE BAY INDICATED DENSITY MUST 7 9 LBS FT OR LESS AND BAY 75 OR MORE FULL 6 22 U S 208BPHBUS 00 55 SECTION 6 MODEL 208B G1000 WEIGHT amp BALANCE EQUIPMENT LIST CENTER OF GRAVITY PRECAUTIONS Since the airplane can be used for cargo missions carrying various types of cargo in a variety of loading configurations precautions must be taken to protect the forward and aft limits Load planning should include a careful comparison of the mission requirements with the volume and weight limitation in each loading zone and the final airplane C G
491. ure Rate of Climb Feet Per Minute Pounds Feet KIAS 40 C 20 C 0 2 40 92 8750 8300 0 815 1 Do not exceed torque limit for takeoff per MAXIMUM ENGINE TORQUE FOR TAKEOFF chart When ITT exceeds 765 this power setting is time limited to 5 minutes 2 With climb power set below the torque limit decrese rate of climb by 20 FPM for INERTIAL SEPARATOR set in BYPASS and 45 FPM for CABIN HEAT ON 3 Where rate of climb values have been replaced by dashes operating temperature limits of the airplane would be greatly exceeded Those rates of climb which are included but the operation slightly exceeds the temperature limit are provided for interpolation purposes only Figure 5 12 FAA APPROVED 208BPHBUS 00 U S 5 27 SECTION 5 CESSNA PERFORMANCE MODEL 208B G1000 CARGO POD INSTALLED CLIMB GRADIENT TAKEOFF FLAP SETTING APS 20 CONDITIONS Takeoff Power Zero Wind 1900 RPM INERTIAL SEPARATOR NORMAL Wei Pressure radient Feet Nautical Mile FT NM eight Altitude Speed Suet we me vo 70 71 8750 8300 1 Do not exceed torque limit for takeoff per MAXIMUM ENGINE TORQUE FOR TAKEOFF chart When ITT exceeds 765 C this power setting is time limited to 5 minutes 2 With climb power set below the torque limit decrese climb gradient by 10 FT NM for INERTIAL SEPARATOR set in BYPASS and 30 FT NM
492. urs per overhaul period CAPACITY EACH TANK 167 8 U S Gallons CAUTION To obtain accurate fuel quantity indicator readings verify the airplane is parked in a laterally level condition or if in flight make sure the airplane is in a coordinated and stabilized condition FUEL ADDITIVES A variety of fuels may be used in the airplane however each must have an anti icing additive EGME or DIEGME incorporated or added to the fuel during refueling It is recommended that fuel anti icing additive be used to control bacteria and fungi The anti ice additives EGME DIEGME have shown through service experience that they provide acceptable protection from microorganisms such as bacteria and fungi that can rapidly multiply and cause serious corrosion in tanks and may block filters screens and fuel metering equipment Continued Next Page 8 18 U S 208BPHBUS 00 55 SECTION 8 MODEL 208 51000 HANDLING SERVICE AND MAINTENANCE FUEL ADDITIVES Continued CAUTION JP 4 and JP 5 fuels per MIL T 5624 and JP 8 fuel per MIL T 83133A contain the correct premixed quantity of an approved type of anti icing fuel additive and no additional anti ice compounds should be added Proper mixing of EGME or DIEGME compound with the fuel is extremely important A concentration in excess of that recommended 0 1596 by volume maximum will result in detrimental effects to the fuel tanks such as deterioration of protective prime
493. use of any type of solvents or chemicals The following coatings are approved for use in protecting surfaces from solvent attack a White Spray Lab MIL C 6799 Type I Class Il b WPL 3 Masking Paper St Regis Newton MA 5XN Poly Spotstick St Regis Newton MA d Protex 40 Mask Off Company Monrovia CA and Southwest Paper Co Wichita KS e Protex 10VS Mask Off Company Monrovia CA and Southwest Paper Co Wichita KS f Scotch 344 Black Tape 3M Company Do not park or store the airplane where it might be subjected to direct contact with or vapors from methanol denatured alcohol gasoline benzene xylene MEK acetone carbon tetrachloride lacquer thinners commercial or household window cleaning sprays paint strippers or other types of solvents Do not use solar screens or shields installed on inside of airplane or leave sunvisors up against windshield The reflected heat from these items causes elevated temperatures which accelerate crazing Do not use power drill motor or powered device to clean polish or wax surfaces U S 208BPHBUS 00 55 MODEL 208B 51000 SECTION 8 HANDLING SERVICE AND MAINTENANCE MATERIALS REQUIRED FOR ACRYLIC WINDSHIELDS AND WINDOWS MATERIAL MANUFACTURER USE Mild soap or detergent hand dishwashing type without abrasives Commercially available Cleaning windshields and windows Aliphatic naphtha Type II conforming to Fe
494. vels as well as reduce braking requirements when the POWER Lever is positioned ahead of the REVERSE range Landings on rough or soft fields are accomplished in a similar manner except that the nose wheel is lowered to the runway at a lower speed to prevent excessive nose gear loads NOTE The use of BETA range after touchdown is recommended to reduce brake wear Generally the POWER Lever can be moved aft of the IDLE gate until it contacts a spring in the control quadrant without substantial propeller erosion from loose debris on the runway or taxiway SHORT FIELD LANDING For short field landings make a power approach at 78 KIAS with the PROP RPM lever at MAX full forward and with full flaps After all approach obstacles are cleared reduce power to idle Maintain 78 KIAS approach speed by lowering the nose of the airplane Touchdown should be made with the POWER Lever at IDLE and on the main wheels first Immediately after touchdown lower the nose gear reposition the POWER Lever against the spring in the BETA range and apply heavy braking as required For maximum brake effectiveness after all three wheels are on the ground hold full nose up elevator and apply maximum possible brake pressure without sliding the tires Continued Next Page FAA APPROVED 208BPHBUS 00 U S 4 51 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 SHORT FIELD LANDING Continued The landing performance in Section 5 is based on the above pro
495. viation Regulations and additional information provided by Cessna Aircraft Company This handbook constitutes the FAA Approved Airplane Flight Manual WARNING This POH AFM is not intended to be a guide for basic flight instruction or a training manual and should not be used as one It is not a substitute for adequate and competent flight instruction pilot skill and pilot knowledge of current Airworthiness Directives applicable federal aviation regulations and or advisory circulars Assuring the airworthiness of the airplane is the responsibility of the airplane owner or operator Determining if the airplane is safe for flight is the responsibility of the pilot in command The pilot is also responsible for adhering to the operating limitations set forth by instrument markings placards and this POH AFM Generally information in this POH AFM is applicable to both the cargo version and the passenger version of the Model 208B Some equipment differences exist between these versions Specific versions are identified through use of the terms Cargo Version and Passenger Version When one of these terms appears in text or on an illustration the information applies only to that group of airplanes If no term appears the information applies to all airplanes Section 1 provides basic data and information of general interest It also contains definitions or explanations of symbols abbreviations and terminology commonly used 208BP
496. voir into a suitable container A quantity of up to 3 cc of oil and 20 cc of fuel discharge per hour of engine operation is allowable If the quantity of oil or fuel drained from the reservoir is greater than specified the source of leakage should be identified and corrected prior to further flight 208BPHBUS 00 U S 7 69 SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 BRAKE SYSTEM The airplane has a single disc hydraulically actuated brake on each main landing gear wheel Each brake is connected by a hydraulic line to a master cylinder attached to each of the pilot s rudder pedals The brakes are operated by applying pressure to the top of either the left pilot s or right copilot s set of rudder pedals which are interconnected When the airplane is parked both main wheel brakes may be set by utilizing the parking brake which is operated by a handle below to the right of the pilot s control wheel To apply the parking brake set the brakes with the rudder pedals and pull the handle aft To release the parking brake push the handle fully in A brake fluid reservoir located just forward of the firewall on the left side of the engine compartment provides additional brake fluid for the brake master cylinders The fluid in the reservoir should be checked for proper level prior to each flight For maximum brake life keep the brake system properly maintained Airplanes are equipped with metallic type brakes and
497. watch that the normal cushioning action of the nose gear does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure A flat nose tire will also increase tail height 8 10 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE PARKING When parking the airplane head into the wind and set the parking brakes Do not set the parking brakes during cold weather when accumulated moisture may freeze the brakes or when the brakes are overheated Install the control wheel lock engage the rudder lock and chock the wheels if the brakes are not utilized to prevent airplane movement In severe weather and high wind conditions tie the airplane down as outlined in the tie down section CAUTION Any time the airplane is loaded heavily the footprint pressure pressure of the airplane wheels upon the contact surface of the parking area or runway will be extremely high and surfaces such as hot asphalt or sod may not adequately support the weight of the airplane Precautions should be taken to avoid airplane parking or movement on such surfaces TIE DOWN Proper tie down procedure is the best precaution against damage to the parked airplane by gusty or strong winds To tie down the airplane securely proceed as follows 1 Head the airplane into the wind if possible 2 Setthe parking brake CAUTION Do not set the parking brake during cold weathe
498. wax will generally be necessary after cleaning with soap solutions or after chemical deicing operations When the airplane is parked outside in cold climates and it is necessary to remove ice before flight care must be taken to protect the painted surfaces during ice removal with chemical liquids Isopropyl alcohol will satisfactorily remove ice accumulations without damaging the paint However keep the isopropyl alcohol away from the windshield and cabin windows since it will attack the plastic and may cause it to craze 8 42 U S 208BPHBUS 00 55 SECTION 8 MODEL 208B G1000 HANDLING SERVICE AND MAINTENANCE STABILIZER ABRASION BOOT CARE If the airplane is equipped with stabilizer abrasion boots keep them clean and free from oil and grease which can swell the rubber Wash them with mild soap and water using Form Tech AC cleaner or naphtha to remove stubborn grease Do not scrub the boots and be sure to wipe off all solvent before it dries Boots with loosened edges or small tears must be repaired Your Cessna Service Station has the proper material and knowledge how to do this correctly PROPELLER CARE Always conduct a preflight inspection and occasionally wipe the blades with a cloth dampened with oil to clean off grass and bug stains minimize corrosion and assure a longer blade life Waxing the blades with an automotive type paste wax on a regular basis will further minimize corrosion Damaged or blistered paint must be
499. when securing the airplane after shutdown NOTE The control lock and any other type of locking device should be removed or unlocked prior to starting the engine ENGINE The Pratt amp Whitney Canada Inc PT6A 114A powerplant is a free turbine engine It utilizes two independent turbines one driving a compressor in the gas generator section and the second driving a reduction gearing for the propeller Inlet air enters the engine through an annular plenum chamber formed by the compressor inlet case where it is directed to the compressor The compressor consists of three axial stages combined with a single centrifugal stage assembled as an integral unit A row of stator vanes located between each stage of compressor rotor blades diffuses the air raises its static pressure and directs it to the next stage of compressor rotor blades The compressed air passes through diffuser ducts which turn it 90 in direction It is then routed through straightening vanes into the combustion chamber Continued Next Page 7 40 U S 208BPHBUS 00 55 SECTION 7 MODEL 208B 51000 AIRPLANE AND SYSTEMS DESCRIPTION ENGINE Continued The combustion chamber liner located in the gas generator case consists of an annular reverse flow weldment provided with varying sized perforations which allow entry of compressed air The flow of air changes direction to enter the combustion chamber liner where it reverses direction and mixes with fuel The
500. will withstand the forward and aft operational loads applied during takeoff flight and landing by any two zones forward or aft of the partition Use of the partitions will allow loading of the zones without tying down cargo if the load density is no more than 7 9 pounds per cubic foot and the zone is more than 75 full Cargo loading that does not meet these requirements must be secured to the cabin floor LOADING OF PIERCING OR PENETRATING ITEMS Regardless of cargo location items of a piercing or penetrating nature shall be located so that other cargo is loaded between the barrier nets cargo partitions and rear wall and the piercing or penetrating items to provide a buffer The density of this cargo shall be sufficient to restrain the piercing or penetrating items from passing through the barrier nets partitions and rear wall under critical emergency landing conditions If the condition cannot be complied with the piercing or penetrating items shall be tied down separately 208BPHBUS 00 U S 6 25 SECTION 6 CESSNA WEIGHT amp BALANCE EQUIPMENT LIST MODEL 208B G1000 TRANSPORTATION OF HAZARDOUS MATERIALS Special protection of the airplane and training of personnel are key considerations in conducting approved transportation of hazardous materials Protection against hazardous materials has been provided in the fuselage bilge area under the cargo compartment from Fuselage Station 168 0 to 356 0 and these materials may be carried i
501. xt Page FAA APPROVED 208BPHBUS 00 U S 2 29 SECTION 2 CESSNA LIMITATIONS MODEL 208B G1000 OPERATIONAL APPROVALS Continued b North Atlantic NAT Minimum Navigational Performance Specifications MNPS Airspace per AC 91 49 and AC 120 33 Both GPS receivers are required to be operating and receiving usable signals except for routes requiring only one Long Range Navigation sensor c Enroute and Terminal including RNP5 BRNAV and PRNAV RNP 1 In accordance with JAA TGL 10 ACJ 20 4 AC 90 96A and AC 90 100A provided the FMS is receiving usable navigation information from one or more GPS receivers GARMIN GFC 700 AUTOMATED FLIGHT CONTROL AFCS The GFC 700 AFCS preflight test must be successfully completed prior to use of the autopilot flight director or manual electric trim 2 A pilot with the seat belt fastened must occupy the left pilot s seat during all autopilot operations 3 The autopilot and yaw damper must be off during all takeoff and landings 4 Autopilot maximum engagement speed 175 KIAS Autopilot minimum engagement speed 80 KIAS Electric Trim maximum operating speed 175 KIAS 5 The autopilot must be disengaged below 200 feet AGL during approach operations and below 800 feet AGL during all other operations 6 ILS approaches using the autopilot flight director are limited to Category approaches only 7 Raw data ILS approaches below 400 feet AGL are prohibited
502. y PRESS on PFD displaying data from opposite side ADC 2 PFDADC1 2softkey SELECT ON SIDE ADC ADC1 for Pilot PFD ADC2 for copilot PFD 3 PED 5 CONFIRM BOTH ON ADC1 or 2 message clears on both PFDs FAA APPROVED 208BPHBUS 01 U S 3 65 SECTION 3 CESSNA ABNORMAL PROCEDURES MODEL 208B G1000 BOTH ON AHRS 1 2 1 PFD SENSOR 5 PRESS on PFD displaying data from opposite side AHRS 2 PFD AHRS 1 2 softkey SELECT ON SIDE AHRS AHRS 1 for Pilot PFD AHRS2 for copilot PFD 3 uates MORE ec x ares CONFIRM BOTH ON AHRS 1 or 2 message clears on both PFDs BOTH ON GPS1 2 l ASRS Salis acit edo e twp hut nata CHECK a Select MFD AUX GPS STATUS PAGE b Select GPS1 then GPS2 softkeys and verify sufficient satellite reception XSIDE ADC 1 Either PFD SENSOR softkey PRESS 2 PFD ADC1 2 softkey SELECT ON SIDE ADC ADC1 for Pilot PFD ADC2 for copilot PFD 3 PFD 5 CONFIRM BOTH ON ADC1 or 2 message displays on both PFDs 4 Repeat procedure on opposite PFD 5 PED DISPIAVS me ete Nota E CONFIRM BOTH ON ADC1 or 2 message clears on both PFDs XSIDE AHRS 1 Either PFD SENSOR softkey PRESS 2 PFD AHRS 1 2 softkey SELECT ON SIDE AHR
503. y appropriately licensed personnel 208BPHBUS 00 U S 8 9 SECTION 8 55 HANDLING SERVICE AND MAINTENANCE MODEL 208 G1000 ALTERATIONS OR REPAIRS It is essential that the FAA be contacted prior to any alterations on the airplane to ensure that airworthiness of the airplane is not violated Alterations or repairs to the airplane must be accomplished by licensed personnel GROUND HANDLING TOWING The airplane is most easily and safely maneuvered by hand with the towbar attached to the nosewheel The tow bar may be stowed in Zone 6 Moving the airplane by hand will require that the individual steering with the tow bar be assisted by personnel pushing at the wing struts CAUTION Do not push or pull the airplane using the propeller blades or control surfaces Use extreme caution during towing operations especially when towing with a vehicle Do not exceed the nose gear turning angle limit 51 5 on either side of center as shown by the steering limit marks If excess force is exerted beyond the turning limit a red over travel indicator block frangible stop will fracture and the block attached to a cable will fall into view alongside the nose strut This should be checked routinely during preflight inspection to prevent operation with a damaged nose gear CAUTION Disengage rudder lock and remove any external rudder locks before towing If the airplane is towed or pushed over a rough surface during hangaring

NOTICE - Prairie Aircraft

Contents

Download Pdf Manuals

Related Search

Related Contents