Pilot S Operating Handbook

~
Cessm
A r ....1rQfI Company
Pilot's Operating Handbook

And FAA Approved
Airplane Flight Manual
GRANO
CA RAVA N
1)
Member 01 GAMA
-_......
IMo9I'R1IIBlLIIIBIMO'II ....II...,..J
o-....t\IIIoo,........~
.',
Reter to Paragraph "Coverage" on

page viii of this POH/AFM tor
airplane serial applicability.
Model2088
With PT6A-114A (675 SHP)
Engine
SERIAL NUMBER _ _ _ _ _ __
REGISTRATION NUMBERL_ __
FAA approved in the normal category

based en FAR 23. This document must
be carried in the airplane at all times.
This publication includes the material required to be fumished to the pilot by 14 CFR
part 23.
COPYRIGHT 2008
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
24 MARCH 2008
THIS MANUAL WAS PROVIDED FOR THE

AIRPLANE IDENTIFIED ON THE TITLE
PAGEON ___________________
SUBSEQUENT REVISIONS SUPPLlED BY
CESSNA AIRCRAFT COMPANY MUST BE
PROPERLY INSERTED.
Cessna Aircraft Company
CESSNA
MODEL 2088 G1000
INTRODUCTION
PILOT'S OPERATING HANOBOOK

ANO
FAA APPROVEO AIRPLANE FLlGHT MANUAL
CESSNA MOOEL
208B
SERIAL NUMBERS 208B01190, 01216
ANO 02000 ANO ON
REVISION 2 - 28 OECEMBER 2010
PART NUMBER: 208BPHBUS-02
INTRODUCTlON
CESSNA
MODEL 208B G1000
This Page Intentionally Left Blank
CESSNA
MODEL 2088 G1000
INTRODUCTlON
PERFORMANCE SPECIFICATIONS
CARGO VERSION (Continued)
WING LOADING . . . . .
. ........ 31.3 Pounds/Square Foot
POWER LOADING
13.0 Pounds/Shaft Horsepower
FUEL CAPACITY ........... .
335.6 Gallons
OIL CAPACITY ............... .
. ... 14 Quarts
ENGINE: Pratt & Whitney Canada
... PT6A-114A
Free Turbine Flat Rated at 675 Shaft Horsepower
PROPELLER:
McCauley 3-bladed, Constant Speed,
Full Feathering, Reversible Propeller
Diameter . .......... .
1061nches
NOTE
The aboye performance figures are bassd on indicated
weights, standard atmospheric conditions, level. hardsurfaced dry runways and no wind. They are calculated
values derived Irom 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 01 this POH/AFM.
INTRODUCTION
CESSNA
MODEL 2088 G1000
PERFORMANCE - SPECIFICATIONS
PASSENGER VERSION
SPEED (KTAS):
Maximum Cruise at 10,000 Feet . . . . .
.184 Knots
. ............... 174 Knots
Maximum Cruise at 20,000 Feet .
RANGE:With 2224 pounds usable fuel and fuel allowance fer engine
start, taxi, takeoff, climb, deseent and 45 minutes reserve.
Max Cruise at 10,000 Feet . . . .
. . Range - 907 NM
...........
. .................. . Time - 5.1 Hours
Max Cruise at 18,000 Feet . .
. . Range - 1109 NM
. . . . . . . . . . . .. ........
. ... Time - 6.6 Hours
Max Range at 10,000 Feet .................. Range - 1026 NM
..................
. ... Time - 6.6 Hours
Max Range at 18,000 Feet . .
. .. Range - 1163 NM
.........
.Time -7.4 Hours
RATE-OF-CLlM8 AT SEA LEVEL
SERVICE CEILlNG
MAXIMUM OPERATING ALTITUDE ..
TAKEOFF PERFORMANCE:
Ground RolI .......... .
Total Distance Over 50 Foot Obstacle
.. 975 FPM
23,700 Feet
25,000 Feet
.... 1365 Feet
. .2420 Feet
LANDING PERFORMANCE:
Ground RolI . .
. .950 Feet
Total Distance Over 50 Foot Obstacle ................ 1795 Feet
STALL SPEED (KCAS):
Flaps Up, Id le Power ............. .
Flaps Full, Id le Power
MAXIMUM WEIGHT:
Ramp ......... .
Takeoff. . . . . . . . . .
. ........ .
Landing . . . . . . . . . ..
. ........ .
STANDARD EMPTY WEIGHT .
Maximum USEFUL LOAD ...
*Speeds are based on mid-cruise weight.
(Continued Nex! Page)
.. .... 78 Knots
.. 61 Knots
. 8785
8750
8500
.. .4511
Pounds
Pounds
Pounds
Pounds
4274 Pounds
INTRODUCTION
CESSNA
MODEL 208B G1000
PERFORMANCE - SPECIFICATIONS
PASSENGER VERSION (Continued)
.... 31.3 Pounds/Square Foot
WING LOADING .....
13.0 Pounds/Shaft Horsepower
POWER LOADING
FUEL CAPACITY ..... . . . . . . . . . . . . . . . . . . .
335.6 Gallons
. . . . . . . . . . . .. 14 Quarts
OIL CAPACITY....... .
ENGINE: Pratl & Whitney Canada
. .... PT6A-114A
Free Turbine Flat Rated at 675 Shaft Horsepower
PROPELLER:
McCauley 3-bladed, Constant Speed,
106 Inches
FuI! Feathering, Reversible. Diameter . ..... .
NOTE
The aboye performance figures are based on indicated
weights, standard atmospheric conditions, level, hardsurfaced dry runways and no wind. They are calculated
values derived Irom flight tests conducted by Cessna
Aircraft Company under carefully documented conditions

and wiU vary with individual airplanes and nurnerous factors
affecting flight performance. Performance tor other
operational Gonditions can be derived
by reference to
operational data in other seetions 01 this POH/AFM.
INTRODUCTION
CESSNA
MODEL 2088 G 1000
COVERAGE
The POHIAFM in Ihe airplane al Ihe lime 01 delivery Irom Cessna
Aircraft Company conlains inlormalion applicable lo Ihe Model 2088
(675 SHP) airplane by serial number and registratian number shown on
Ihe TIlle Page. This POHIAFM is applicable lo Model 2088 airplanes
wilh serial numbers 208801190, 208801216, and 208802000 and ON.
Al! nfarmatian is based on data available at the time of publication.
ORIGINAL ISSUE ANO REVISIONS

This POHIAFM was originally issued on 24 March 2008. This POHI
AFM has eight sections that contain operational aspects of a standardequipped airplane, and one seetian that contains supplements to the
manual.
The supplements in Seetion 9 with an FAA approval signature are
documents Ihal are published independently Irom Ihe POHIAFM. They

are issued or revised individuaUy, without regard to the revision dates
Ihal apply lo Ihe POHIAFM. These supplemenls are issued wilh a Log
01 Approved Supplemenls lor Seclion 9, which should be used lo frnd
the status of each and every individual supplement.
To make sure that nfarmatlan is current, revisions to this manual must
be incorporated as they are issued. Revision status is noted on Page il
ii ofthis section, and also in the Log of Effective Pages.
The part number of this manual has also been designed to further aid
the owner/operator in determining the revision level of any POH/AFM.
Reler lo Ihe example below for a breakdown:
2088
I
_
PH8US
-02
-r=
L-_ _ _ _ _ _
Revision Level
Manual
' - - - - - - - - - - Airplane Model- (2088)

II is Ihe responsibility 01 Ihe owner lo mainlain Ihis POHIAFM in a
current status when it is being used for operational purposes. Owners
should contact their local Cessna Service Station whenever the revision
status of their POH/AFM is in question.
Revisions are distributed to owners of U.S. Registered Aircraft
according to FAA records at the time of revision issuance and to
Internationally Registered Aircraft according to Cessna Owner Advisory
records at the time of issuance. Revisions should be read carefully
upon receipt and incorporated in this POH/AFM.
INTRODUCTION
CESSNA
MODEL 208B G1000
LOG OF EFFECTIVE PAGES

The following Lag of Effective Pages provides the date of issue tor
original and revised pages, as well as a li5t1n9 of all pages in the POHI
AFM. Pages affected by the current revision are indicated by an
asterisk
preceding the pages listed under the page number calumn.
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5 June 2008
28 December 2010
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CESSNA
MODEL 208B G 1000
INTRODUCTION

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CESSNA
MODEL 208B G1000
INTRODUCTlON
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CESSNA
MODEL 208B G1000
INTRODUCTION
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Py--
A A . lI1isl,.,lor
~essna Aircraft Co
n!{
OrgatllZaboll Delegabon Ai.llholizatloll ODA_100129..cE
FAA Approved Under 14 CFR Part 183 Subpart o
OATE OF APPROVAl.
,.;::s dUP.dp-l' ;;;ZYO
CESSNA
MODEL 2086 G1000
INTRODUCTION
TABlE OF CONTENTS
SECTION
GENERAL .................................. 1
LlMITATIONS ................................ 2
EMERGENCY PROCEDURES .................. 3
NORMAL PROCEDURES ..................... .4
PERFORMANCE ............................. 5
WEIGHT AND BALANCE/EQUIPMENT LlST ....... 6
AIRPLANE AND SYSTEM DESCRIPTION ......... 7
HANDLING, SERVICE AND MAINTENANCE ....... 8
SUPPLEMENTS .............................9
INTRODUCTION
CESSNA
MODEL 208B G1000
CESSNA
MODEL 208B G1000
SECTION 1
GENERAL
GENERAL
TABLE OF CONTENTS
Three View .... .
Introduction .......... .
Descriptive Data
Engine ...... .
Propeller ............... .
Fuel ..
Oil.............
. ...... .
Maximum Certificated Weights ..
Cabin and Entry Door Dimensions . ..... .
Baggage/Cargo Compartment
and Cargo Ooor Entry Oimensions .. . . .
Page
. ... 1-3
....... 1-5
... 1-6
.1-6
.. .. 1-6
.1-7
.1-8
.1-9
. .1-9
. .1-9
Specific Loadings . . . . . . . .
.........
. .1-9
Symbols, Abbreviations and Terminology . . . . .
.1-10
.1-10
General Airspeed Terminology and Symbols. . .. . . . . . . .
Engine Power Terminology. . . . . . .
.1-11
Airplane Performance and Flight Planning Terminology.
.1-13
Weight and Balance Terminology ........................ 1-13
. ... 1-15
I AutopiloUFlight Director and AFCS Terminology.
.1-16
Warning, Cautions, and Notes. . . . . . .
MetricllmperiaI/U.S. Conversion Charts.
. ............ 1-16
Weight Conversions . . . .
. .1-17
Length Conversions
Oistance Conversions. . .
.1-19
..........
Volume Conversions. . . . . . . . . .
Temperature Conversions.
Pressure Conversions. . . . . .
.........
. .1-23
. ..... . 1-24
. .... . 1-27
.1-28
SECTION 1
GENERAL
CESSNA
MODEL 2088 G1000
This Page Intentionally Left 81ank
CESSNA
MODEL 2088 G1000
SECTION 1
GENERAL
INTRODUCTION
This POH/AFM contains 9 sections, and neludes the material required
to be furnished to the pilot by Federal Aviation Regulations and
additional nfarmatlan 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. Sorne
equipment differences exist between these versions. Specific versions
are identified through use of the terms ~Cargo Version" and ~Passenger
Version", When ene of thesB terms appears in text or on an ilIustration,
the nfarmatlan applies only to that group of airplanes. If no term
appears, the nfarmatlan applies to all airplanes.
Section 1 prevides basic data and information of general interest. lt
also contains definitions or explanations of symbols, abbreviations, and
terminology commonly used.
SECTlON 1
GENERAL
CESSNA
MODEL 2088 G1000
DESCRIPTIVE DATA
ENGINE
Number 01 Engines . .
. ...................... 1
Engine Manufacturer
..... Pratt & Whitney Canada, Inc.
Engine Model Number............
. .. PT6A-114A
Engine Type:
Free turbine, twoshaft engine utilizing a compressor seetian having
three axial stages and ene centrifugal stage, an annular reverse-f1ow
combustion chamber, a ane-stage compressor turbina, a one-stage
power turbina, and a single exhaust. The power turbina drives the
propeller through a two-stage planetary gearbox at the lront 01 the

engina.
Horsepower . ............... Flat rated at 675 shaft horsepower.
PROPELLER
IMcCauley:
Propeller Manufacturer .....
Propeller Model Number .
Number 01 Blades ..... .
Propeller Diameter. ...
McCauley Accessory Division

.. 3GFR34C703/106GA-0
. ..... 3
. . Maximum 106 Inches
Minimum 104 Inches
Propeller Type:
Constant-speed, lull-Ieathering, reversible, hydraulically-actuated
aluminum-bladed propeller, with a leathered blade angle 01 88, a
low pitch blade angle of 15.6, and a maximum reverse blade angle
01-14 (30-inch station).
Harlzell:
Propeller Manufacturer . .
. . Hartzell Propeller Products
Propeller Model Number ................. HC-83MN-3/M 10083
Number 01 81ades . . .
. ........... 3
Propeller Diameter.
. ..... Maximum 100 Inches
Minimum 100 Inches
(No cutoft approved)
Propeller Type:
Constant-speed, lull-Ieathering, reversible, hydraulically-actuated
composite-bladed propeller, with a leathered blade angle 0178.4, a
low pitch blade angle of 9 0 , and a maximum reverse blade angle of
_18 (42-inch station).
CESSNA
MODEL 208B G1000
SECTION 1
GENERAL
SYMBOLS, ABBREVIATIONS ANO TERMINOLOGY

(Continued)
AIRPLANE PERFORMANCE ANO FLlGHT PLANNING

TERMINOLOGY
Demonstrated Demonstrated Crosswind Velocity is the velocity of
Crosswind
the crosswind component tor which adequate control
Velocity
01 the airplane during takeoff and landing was actually
demonstrated during certification tests. The value
shown is not considered to be limiting.
9 is acceleration due to gravity.

9
Land As Soon Land at the nearest suitable airport. Unless
As Possible
reference to alternate Abnormal Befo re Landing
procedures is made, use af the Normal Approach and
Before Landing procedures is assumed. Extreme

situations can require an off airport landing. Primary
consideration is safety of occupants.
Land As Soon Land at a suitable airport. Unless reference to
As Practica1
alternate Abnormal Befare Landing procedures is

made, use of the Normal Approach and Before
Landing procedures is assumed. The primary
consideration is the urgency of the emergency or
abnormal situation. Continuing to the destination or an
alternate with appropriate service facilities may be an
option.
NM/1000 lbs
N.ulic.1 Miles Per Thous.nd Pounds of Fuel is the

distan ce which can be expected per 1000 Pounds 01
fuel consumed at a specific engine power setting and!
or flight configuration.
PPH signifies pounds per hour and is the amount 01

luel used per hour.
Usable Fuel
Us.ble Fuel is the luel available lar fiight planning.
Unusable Fuel Unus.ble Fuel is the quantity 01 luel that can not be
PPH
safely used in f1ight.
WEIGHT ANO BALANCE TERMINOLOGY

Arm
Arm is the horizontal distance from the reference datum
Basic
to the center 01 gravity (C.G.) 01 an item.

B.sic Empty Weighl is the standard empty weight plus
the weight 01 optional equipment.
Empty
Weight
SECTlON 1
GENERAL
CESSNA
MODEL 2088 G1000

(Continued)
Cenler of Gravily is the point at whieh an airplane would
Center 01
Gravity
batance if suspended. Its distance from the reference
(C.G.)
datum is lound by dividing the total moment by the total
weight 01 the airplane.
C.G. Arm
Cenler of Gravily 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 ef
gravity locations within which the airplane must be
aperated at a given weight.
MAC (Mean Aerodynamic Chord) 01 a wing is the ehord
MAC
01 an imaginary airfoil which throughout the ffight range
will have the same force vectors as those of the wing.
Maximum
Maximum Landing Weight is the maximum Landing
Landing
weight approved lar the landing touchdown.
Weight
Maximum
Maximum Ramp Weight is the maximum weight
Ramp
approved for ground maneuver, and neludes the weight
Weight
af fuel used for 5tart, taxi and runup.
Maximurn
Maximum Takeoff Weighl is the maximum weight
approved lar the start 01 the takeoff roll.
Takeoff
Weight
Moment
Momenl is the product 01 the weight 01 an item multiplied
by its armo (Moment divided by the constant 1000 is used
in this POH/AFM to simplify balance calculations by
reduclng the number af digits.)
Reference
Datum
Reference Oatum is an imaginary vertical plane 100

nches forward of the front face of the firewall.
Residual
Fuel
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.
Seale Drift
Scale Orift 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, this deviation from
zero should be accounted for when calculating the net
weight of the airplane.
(Continued Next Page)
CESSNA
MODEL 2088 Gl000
SECTlON 1
GENERAL

(Continued)
Standard Empty Weight is the weight 01 a standard
Standard
airplane, including unusable luel, lull operating fluids and
Empty
lull engine oil.
Weight
Fuselage
Fuselage Station is a lacation alon9 the airplane
fuselage given jn terms of the distance from the
Station
reference datum.
Tare is the weight 01 chocks, blocks, stands, etc. used
Tare
when weighing an airplane, and is ncluded in the scale
readings. Tare is deducted from the scale reading to

obtain the actual (net) airplane weight.
Uselul Load Useful Load is the difference between ramp weight and
the basic empty weight.
AUTOPILOT/FLlGHT
TERMINOLOGY
DIRECTOR
ANO
AFCS
CAUTION
A thorough understanding 01 the difference between an
autopilot, a Ilight director, and an AFCS is required
belore operating any 01 the components 01 the Garmin
Gl000/GFC 700 Flight Control System. Refer to
Garmin Cockpit Resource Guide (CRG) lar complete
operating details.
Autopilot
Autopilot is a system which automatically controls

attitude and/or flight path 01 the airplane as directed by
the pilot through the system's computer.
Flight
Director
Flight Director is a system which prevides visual

recommendations to the pilot to allow him to manually
control the airplane attitude and/or f1ight path in response
to his desires as selected through the system's computer.
Automated
Flight
Control
System
(AFCS)
Course
AFCS applies to the union 01 autopilot and flight director

systems which allows the pilot to manage his flight by
Datum
observing computed visual recommendations while the

autopilot automatically follows these recommendations as
selected by the pilot using the system's controls.

CID is the compass reference used by the autopilot, along
with course deviation, to provide lateral control when
tracking a navigation signal.
SECTION 1
GENERAL
CESSNA
MODEL 2088 G1000
WARNINGS, CAUTIONS, ANO NOTES

WARNING
An operating procedure, technique, or mainlenance

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 il not
careluliy obeyed.
NOTE
An operating procedure, technique, or maintenance
condition which is considered essential to emphasize.
METRIC/IMPERIALlU.S. CONVERSION CHARTS

The following charts have been provided to help international operators
eonver! U.S. measurement supplied with the POH/AFM into metrie and
imperial measurements.
The standard foHowed tar measurement units shown is the National
Institute 01 Standards Teehnology (NIST). PUblieation 811, "Guide lar
the Use 01 the International System 01 Units (SI)."
Please refer to the following pages tar these charts.
CESSNA
MODEL 2088 G1000
SECTlON 2
LlMITATIONS
L1MITATIONS
TABlE OF CONTENTS
Page
Introduction . . . . . .
.........
. ........ . 2-3
Airspeed Limitations . . . . . . . . . . . . .
. .. . 2-4
Airspeed Indicator Markings
.... 2-5
Power Plant Umitations . . . .
.........
. .. . 2-6
Power Plant Instrument Markings .
. .2-10
Miscellaneous Instrument Markings
Prellight .
..........
Visual and Tactile Check.
Weight Limits. . . . . . . . . .
Center 01 Gravily Limits . .
Maneuver Umits
Flight Load Factor Limits .
Flight Crew Limits . . . . . .
.. . 2-11
........
...........
.........
........
.2-12
. .2-12
. ... 2-12
. ..... 2-13
. .. . 2-13
. ... 2-14
. .... 2-14
Kinds of Operations Equipment list . . . .
. . . 2-14
Fuel Limitations .
.........
Maximum Operating Altitude Limil. . . . . .
Outside Air Temperature Limits . .
. .. 2-24
. .2-27
. . . 2-27
Maximum Passenger Seating Limits . . . . .
.........
.2-27
Other Limitations ....................................... 2-28

Flap Limitations. . . . . . . . . . .
........
.2-28
Standby Electric System . . . . . . . . . .. ..............
. .. 2-28
Type 11, Type 111 or Type IV Anti-ice Fluid Takeoff Limitations
... 2-28
Flap Limitations .
. ...... 2-28
Airspeed Limitations
.... . 2-28
Flight in Known lcing Visual Cues . .
............
. .. 2-29
SECTION 2
LlMITATIONS
CESSNA
MODEL 208B G1000
Table of Contents (Continued)

G1000 Limitations ..... .
Operational Approvals ........... .
Garmin GFC-700 AFCS. .
. ...... .
L3 Communications WX 500 Stormscope ....... .
Traffic Advisory System (TAS) ...

Terrain Awareness and Warning System (TAWS-B)
Optional Equipment User's Guide ......... .
Placards ...................... .
Page
2-30
2-31
. ....... 2-32
. .... 2-33
... 2-33
...... 2-33
... 2-33
... 2-34
FAA APPROVED
CESSNA
MODEL 2088 G1000
SECTION 2
LlMITATIONS
INTRODUCTION
ISeetan 2 neludes operating Hmitations, instrument markings, and
baste placards necessary ter the safe operation of the airplane, its
engina, 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 limitations, procedures or
performance data.
Refer to Section 9 01 this POH/AFM for amended

operating limitations, procedures, performance data and
other necessary nfarmatian tor supplemental systems.
The airspeeds listed in Airspeed Limitations chart, and

Airspeed Indicator Markings chaft are based on
Airspeed Calibration data shown in Seetan 5 with the
normal static sourC9. If the alternate static source is
being used, ample margins should be observed to allow
tor the airspeed caHbration 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. 2088.
CESSNA
MOOEL 2086 G1000
SECTlON 2
LlMITATIONS
AIRSPEED LlMITATIONS
Airspeed limitations and their operational significance are shown in
I Figure 2-1.
SPEED
Maximum Operating
VMO Speed
KCAS KIAS
REMARKS
Do not exceed this
175
175
VA
Maneuvering Speed:
8750 Pounds
7500 Pounds
6250 Pounds
5000 Pounds
148
137
125
112
Do not make full or

148
abrupt control
137
movements aboye this
125
speed.
112
V'E
Maximum Flap
Extended Speed:
UP - 10" Flaps
10" - 20" Flaps
20" - FULL
175
150
125
Maximum Open
Window Speed
175
speed in any operation.
Do not exceed these

175 speeds with the given
150 flap sel1ings.
125
Do not exceed this
175 speed with window
apeno
Figure 2-1
APPROVE
CESSNA
MODEL 208B G1000
SECTION 2
LlMITATIONS
AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their color code significance are
Ishown in Figure 2-2.
MARKING
Red Bando
KIASVALUE
ORRANGE
20 - 50
SIGNIFICANCE
Low Airspeed WarninQ
50 - 125
Full Flap Operating Range. Lower

limit is maximum weight Vso in
landing configuration. Upper limit is
maximum speed permissible with
flaps fully extended.
Green
Band
63 - 175
Normal Operating Range. Lower

limit is maximum weight Vs al most
forward C.G. with flaps retracted.
Upper limit is maximum operating
speed.
Red Line
175
Maximum speed for all operations.
White Band
'G 1000 alrspeed mdlcator only.

Figure 2-2'
CESSNA
MODEL 208B G1000
SECTION 2
lIMITATlONS
POWER PLANT LlMITATIONS
Engine Manufacturer . . .
. ....... Pratt & Whitney Canada Ine.
Engine Model Number.....
. ............... PT6A-114A
Engine Operating limits . . . . . . . . . .
Reler to Figure 2-3
Fuel Grade and Approved Fuel Additives . .Reter to Fuel Limitations
Oil Grade (Specification):

Oil conlorming to Pratt & Whitney Engine Service Bulletin No. 1001,
and all revisions or supplements thereto, must be used. Reter to
Seetan 8 tor a listing af approved oils. When adding oil, serviee the
engine with the type and brand which is currently being used in the
engine.
CAUTION
Do not mix types or brands oloil.
IPROPELLER (McCauley):
Propeller Manufacturer .... .
. . McCauley Propeller Systems
. ..... 3GFR34C703/106GA-0
Propeller Model Number ... .
Propeller Diameter
Maximum ... .
106 Inches
Minimum ........ .
... 104 Inches
Propeller Blade Angle at 30-inch Station:
Feathered .....
.. 88 0
Low Pitch.
.15.6 0
. ._14
Maximum Reverse
0
PROPELLER (Hartzell):
Propeller Manufacturer ...
Propeller Model Number
Propel1er Oiameter
Maximum.
Mnimum .... .
. . Hartzell Propeller Products

... HC-B3MN-3/M10083
..... 100lnches
. ..... 100lnches
(No cutoff approved)
Hartzell Propeller Blade Angle at 42-inch Station:
Feathered ........ .
. .78.4 0
.. ..... 9
Low Pitch ... .
.... _18
Maximum Reverse
0
R VE
CESSNA
MODEL 2088 G1000
SECTION 2
LlMITATIONS
POWER PLANT LlMITATIONS (Continued)

ENGINE OPERATING LlMITS
5. Reverse power operation is limited to cne minute.
6. These values are time-limited to 20 seconds.
7. For increased oH service lite, an oil temperature between
74 0 and 80"C (165 o and 176 "1') is recommended. A
minimum oil temperature of 55"C (130"1') 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 ITI 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 Ng to keep within limil.
Figure 2-3 (Sheet 2)
SECTION 2
LlMITATIONS
CESSNA
MODEL 208B G1000
POWER PLANT INSTRUMENT MARKINGS

Power plant instrument markings and their color significance are shown
I in Figure 2-4.
MINIMUM
UMIT
GREEN
SANO
NORMAL
OPERATING
YELLOW
SANO
CAUTION
RANGE
...
Oto 1865
. ..
1865 to 1970
...
100t0740
765 to 805
805
Gas Generatar
Indicator
% RPM (3)
...
52%to
101.6%
. ..
101.6%
Propeller RPM
Indlcator
...
1600to1900
...
1900
40
85to105
40 to 85
105
-40
10t099
-40to+10
99to104
104
RED UNE
INSTRUMENT
Torque
Indicator
Foot~Pound
RED UNE
MAXIMUM
lIMIT
(1)(4)
Interstage
Turblne
Temperature
(ITT) Indicator
OC (2)
011 Pressure
Indicator
PSI
Oil
Temperature
Indlcator
OC
NOTE
I
I
1. Incorporates red fine that moves to compensate far propeller

RPM variation.
2. Incorporates enlarged ITT scaling with engine OFF and during
start (STRT) sequence to aid temperature monitoring.
3. Incorporates red triangle denoting redline at 1090C during
engine start sequence. (Aircraft with software build 767.05 or
later version)
4. Incorporates red line that moves to compensate ter OAT.
100% Ng is 37,500 RPM.
5. Propeller RPM musl be sel so as nol lo exceed 675 SHP wilh

lorque aboye 1865 loolpounds. Full 675 SHP raling is
available only al RPM settings 01 1800 or grealer.
Figure 2-4
FAA APPROVED
SECTION 2
LlMITATIONS
CESSNA
MODEL 2088 G1000
MISCELLANEOUS INSTRUMENT MARKINGS

Power plant instrument markings and their color significance are shown
lin Figure 2-5.
RED UNE
RED UNE
INSTRUMENT
Fuel Quantlty
Indicators
(1)
(2.8 Gallons
Unusable
1550101850
Oto 300
2000
<
>
<
< -5
32
24.5
20 to 24
NOTE
l. Total unusable fuel when operating with both tanks ON is
3.6 U.S. gallons.
Figure 2-5
SECTlON 2
LlMITATIONS
CESSNA
MODEL 2088 G1000
PREFLlGHT
Takeoff is prohibited with any trost, ice, snow, or slush adhering to the
wings, horizontal stabilizer, vertical stabilizer, control surfaces, propeller
blades. and/or engine inlels.
WARNING
Even small amounts of frost, ice, snow or slush on

Ihe wing may adversely change lift and drago
Failure lo remove Ihese contaminanls will degrade
airplane performance and will prevenl a safe takeoff
and climb.
VISUAL ANO TACTILE CHECK

If the outside air temperature (OAT) is below 10C (50F) a tactile
check af the wing leading edge and upper surface per Section 4 af the
POH/AFM is required in addition to a visual inspection. During ground
icing conditions, takeoft must be accomplished within ftve minutes of
completing the tactile inspection unless the airplane is aperated per 14
CFR 135.227(b )(3).
Ground icing conditions are defined as:
1. The OAT is 2C (36F) or below and visible moisture is present
(Le. rain, drizzle, sleet, snow, fog, water is present on the wing,
etc.).or.
2. The OAT is 5C (41F) or below and conditions are conducive to
active trost formation (e.g. c1ear night with a dew point
temperature/OAT difference of 3C (5F) or less).
Takeoff is prohibited if frost, ice 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 LlMITS
Maximum Ramp Weight
Maximum Takeoff Weighl. ......... .
Maximum Landing Weight .
8785 Pounds
8750 Pounds
8500 Pounds
NOTE
Refer to Section 6 of this POH/AFM for recommended
loading arrangements in the Standard 2088 (Passenger
and Cargo version).
FAAAPPROVE
CESSNA
MODEL 2088 G1000
SECTION 2
LlMITATIONS
CENTER OF GRAVITY LlMITS

Center 01 Gravity Range:
I
I
Forward (Aircraft with or without Cargo Pod):

179.60 inches (3.06% MAC) aft 01 datum at
5500 pounds or less, with straight tine
variation to 193.37 inches (23.80% MAC) aft
01 datum at 8000 pounds, and straight line
01 datum at 8750 pounds.
Forward (TKS Fairing Equipped Aircraft):
185.11 in ches (11.36% MAC) aft 01 datum at
6500 pounds or less, with straight tine
01 datum at 8000 pounds, and straight line
01 datum at 8750 pounds.
Aft (AII Aircraft):
204.35 inches (40.33% MAC) aft 01 datum at
all weights up to 8750 pounds.
Reference Datum:
100 nches forward of front face of firewaH.
Mean Aerodynamic Chord (MAC):

The leading edge 01 the MAC is 177.57 inches aft 01 the datum. The
MAC length is 66.40 inches.
MANEUVER LlMITS
This airplane is certificated in the normal category. The normal category
is applicable to aircraft ntended tor non-aerobatic operations. These
nelude any maneuvers incidental to normal fiying, sta lis (except whip
stalls), lazy eights, chandelles, and turns in which the angle 01 bank is
not more than 60 0 .
Aerobatic maneuvers, including spins, are not approved.
CESSNA
MODEL 2088 G1000
SECTION 2
LlMITATIONS
FLlGHT LOAD FACTOR LlMITS

Flight Load Factors: (Maximum Takeoff Weight - 8750 pounds)
>Flaps UP. . . . . . . . . . . . . . . . . . . ..
.. . . . . . . . .. +3.8g, -1.52g
>Flaps Down (AII Settings). . .
. .................... +2.4g
*The design load factors are 150% of the aboye, and in all
cases, the structure meets or exceeds design loads.
FLlGHT CREW LlMITS

One pilot requlred in left seat.
KINDS OF OPERATIONS EQUIPMENT LlST

The Cessna 2088 with Garmin G1000 is equipped lor 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 certificatian tor each kind of operatian was predicated.
These systems and equipment items must be installed and operable
unless:
1. The airplane is approved to be aperated 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 lor the inoperative state 01 the listed
equipment and aH limitations are complied with.
NOTE
The following systems and equipment list does not ncluded
all equipment required by the 14 CFR Parts 91 and 135
Operating Requirements. It also does nol nelude
components obviously required far the airplane to be
airworthy such as wings, primary flight controls,
empennage, engine, etc.
CESSNA
MODEL 208B G1000
KINDS
OF
SECTION2
LlMITATIONS
EQUIPMENT
OPERATIONS
LlST
(Continued)
KINDOF
OPERATION
V
F
R
V
F
R
I
F
R
I
F
R
D
A
Y
N
I
G
H
T
D
A
Y
N
I
G
H
T
1
1
1
1
SYSTEM AND! OR
COMPONENT
I
C
I
N
G
COMMENTS
PLAGAROS ANO MARKINGS
2088 POH/AFM
Garmin G 1000
Cockpit Reference Guide
,.
1
1
1
1
1 Accessible to pilot in flight.

1 Accessible to pilot in f1ight.
AIR CONDITIONING
Deck Skin Fans (2)
2. PFD Fans (2)
3. MFD fan
Cockpit T emperature
4.
O O O O
O O O O O
O O O O O
O O O O 1
Control System
5. Cabin Temperature
Control System
O O O O 1
6. Ventilation Fans (2)
O O O O O
O O O O O
7. Air Conditioning
System
8. Cabin Heat FirewaJl
Shutoff
COMMUNICATIONS
* Or as required by operating
regulations.
1. Comrnunications
Systems (VHF) (2)
2. Audio Control Panel
O' O' l' l' l'
3. Static Wicks (22)
1r 17' 17' 1r 1r One may be missing fram
14.
1
any control surface. Static
wick on stinger can not be
missing .
Hand Microphone
O' O' O' O' O' .. May be inoperative provided

headset microphone(s) is
operative and used.
(Contlnued Next Pagel
CESSNA
MODEL 208B G1000
SECTION 2
lIMITATIONS
KINDS
OF
OPERATIONS
EQUIPMENT
LlST
(Continued)
KINOOF
OPERATION
V
F
R
F
R
N
I
G
H
T
A
Y
SYSTEM ANOI OR
COMPONENT
I
F
R
I
F
R
N
I
G
H
T
A
Y
e
I
N
G
COMMENTS
ELECTR1CAL POWER
oc Generator VOL TS
Display"
OC Generator AMPS
1
1
6. Battery Temperature
Monitoring System (opt)
l' l'
l'
l'
l' .. Required only with NiCad
7. Standby Electrical System
O'
O'
r
r
1. OC Genera10r
Engine Indication System

(EIS).
Display"
" Displayed as part of the

(EIS).
4. Main Battery
* Displayed as part of the
Battery AMPS Display"
.. Displayed as part of the

(EIS) .
battery aptian.
.. Or as required by
operating regulation.
EQUIPMENT ANO FURNISHINGS
1. Passenger Seat Bel1s
O'
O'
O'
2. Crewmember Seat Selts

(2)
l'
l'
l' l'
O'
l' .. Qne per occupied seat.
3. Aircraft Emergency Locator O'
O'
O'
O'
Left side required.

O' .. Or as required by
Transmitter (ELT)
O' .. Or per occupied seat.
FIRE PROTECTION
1. Engine Fire Detection

System
PPR
SECTION 2
LlMITATIONS
CESSNA
MODEL 2088 G1000
KINDS
OF
EQUIPMENT
OPERATIONS
L1ST
(Continued)
KINDOF
OPERATION
F
R
F
R
D
A
Y
I
F
R
I
F
R
N
I
G
H
T
D
A
Y
N
I
G
H
T
1" 1"
1"
SYSTEM ANDI OR
COMPONENT
I
C
I
N
G
COMMENTS
FLlGHT CONTROLS
1. Primary Flap System
1"
1"
.. May be inoperative
provided standby flap

system is operative.
1"
2. Standby Flap System
1"
1"
1"
1" * May be inoperative

provided standby flap
system is operative.
3. Flap Position Indicator
1 4.
Manual Trim Systems

Elevator, Aileron, Rudder
(3)
5. Trim Position Indicator
Systems - Elevator,
Aileron, Rudder (3)
ICE AND RAIN PROTECTION
1. Wing and Wing Strut

Leading Edge Porous
Panels (2)
2. Horizontal Stabilizers
Leading Edge Porous
Panels (2)
(Contlnued Next Page)
CESSNA
MODEL 208B G1000
SECTION 2
lIMITATIONS
KINDS
OF
EQUIPMENT
OPERATIONS
LlST
(Continued)
KINDOF
OPERATION
F
R
F
R
N
I
A
Y
SYSTEM ANOI OR
COMPONENT
I
F
R
I
F
R
N
I
A
Y
e
I
N
COMMENTS
ICE ANO RAIN PROTECTIQN (Continued)
3. Vertical Stabilizer Leading
Edge Porous Panel

4.
Propeller Fluid Slinger

Assembly
O
O
O
O
O
O
O
O
O
O
O
O
1
1
1
O
O
O
O
1
1
1
1
1
1
O
O"
O O
O" O"
O
O"
1
O" * May be inoperative
5.
TKS Equipment Pack
6.
Windshield Spray Bar
7.
Heated Lift Detector (Stall

Warning) Vane
8. Altemate Static Source

9. Pitot/Static Tube Heat
System (Left Side)
10. Wing Ice Inspection Ught

11. Engine Inertial Separator
provided separator doors

are secured in the
BYPASS position.
12. Heater and Oefroster

13. McCauley TKS Propeller
rr
Cargo Pod* or
TKS Fairing*
O
O
1"
O
O
1"
O
O
1"
O
O
1"
1
1
1" ,. Required when TKS
Equipment Pack is
installed
Low Airspeed Awareness
System
(Contlnued Next Page)
PP
CESSNA
MODEL 2088 G1000
KINDS
OF
SECTION 2
LlMITATIONS
OPERATIONS
EQUIPMENT
lIST
(Continued)
KINDOF
OPERATION
F
R
F
R
D
A
Y
N
I
G
H
T
SYSTEM ANDI OR
COMPONENT
I
F
R
I
F
R
D
A
Y
N
I
G
H
T
I
C
I
N
G
COMMENTS
INDICATINGI RECORDING SYSTEMS
1. Stall Warning System

2. Aural Warning Systems
" Al! audio warnings must

be operational.
IO
1
O
4. Taxi! Recognition Ughts (2) O
5. Landing Ughts (2)
O
1
1
O
1
O
O
O
1
1
O
1
O
O
O .. May be noperative
3.
Crew AJerting System

Messages
" AII CAS messages must

be operational.
LANDING GEAR
,.
Parking Brake
LlGHTS
1. Anti-Collision Ught System

(Wing Strobes) (2)
2. Flashing Beaeon Ught
3.
Position Lights System
l'
l'
provided ene taxi light is

operative.
l'
6. Fasten Seat Belt Sign
l'
l'
l'
l' .. May be noperative only

il no passengers carried in
cabin.
II
7. eabin Ughts
O 2'
O 2'
8.
Cockpit and Instrument

Lighting System
9.
Windshield Ice DetecUen

Light
O O O O 1
10. Wing Ice Detection Light
* One light each by cabin

door and emergency exit.
CESSNA
SECTION 2
LlMITATIONS
KINDS
OF
MODEl208B G1000
EQUIPMENT
OPERATIONS
LIST
(Con!inued)
KINDOF
OPERATION
I
D
A
Y
N
I
G
H
T
D
A
Y
N
I
G
H
T
I
N
G
l'
l'
l'
l'
l'
Multi-Function Display
(MFD)
O'
O'
O'
O'
O' ., May be inoperative
3. Air Data Computers (ADC)
SYSTEM ANDI OR
COMPONENT
COMMENTS
NAVIGATION
1. Primary Flight Display
Refer to Note 1
(PFD) (2)
2.
provided one PFO is

operative. Refer to Note 2
(2)
4. Attitudel Heading
1
Reference System (AHRS)
(2)
5. Standby Airspeed Indicator O
6.
Standby Attitude Indicator
7.
Standby Altimeter
8. Magnetic Compass
9. ATe Transponder
O
O
1
O'
O
O
O
1
O'
1
1
1
1
1
1
1
1
1
1
1
1
l'
l'
l'
* Or as required by
10. VHF Nav Receivers (2)
O'
O'
l'
l'
l'
* Or as required by
(Con!rnued Nex! Pagel
SECTlON 2
LlMITATIONS
CESSNA
MODEL 208B G1000
KINDS
OF
EQUIPMENT
OPERATIONS
LIST
(Continued)
KINDOF
OPERATION
V
F
R
V
F
R
I
F
R
I
F
R
D
A
Y
N
I
G
H
T
D
A
Y
N
I
G
H
T
O"
O"
1"
1"
12. Automatic Direction Finder O"
O"
O"
O"
O"
O"
O"
O"
14. Marker Beaeon Receivers
O"
O"
O"
O"
15. TAWS (Opt)
1"
1"
1"
1"
16. Weather Radar (Opt)
O
O
O
O
O
O
O
O
O
O
O
O
SYSTEM ANO/ OR
COMPONENT
e
I
N
G
COMMENTS
NAVIGATION (Continued)
11. GPS Receivers (2)
(ADF) (Opt)
13. Distance Measuring

Equipment (DME) (Opt)
17. XM Datalink Weather (Opt)
18. TAS (Opt)
1" " Or as required by

operating regulation .
O" .. Or as required by
O" " Or as required by
O" " Or as required by
1" .. Or as required by
O
O
O
(Contlnued Nex! Pagel
CESSNA
MODEL 2088 G1000
SECTION 2
LlMITATIONS
KINDS
OF
EQUIPMENT
OPERATIONS
lIST
(Con!inued)
KINO OF
OPERATION
V
F
R
V
F
R
I
F
R
I
F
R
O
A
N
I
G
H
T
O
A
Y
N
I
G
H
T
O'
O'
O'
O'
O' Or as required by
operating regu!ation.
Passenger Oxygen System O'
O'
O'
O'
O'
O'
O'
O'
O'
O' " Or as required by

1
2
SYSTEM ANO! OR
COMPONENT
I
C
I
N
G
COMMENTS
OXYGEN
1. Oxygen System Including
Pressure Gage
2.
* If any passenger seat is

occupied. the number of
installed masks must
equal the number of
passenger seats plus one.

3. Crew Oxygen Masks (2)
VACUUM
1. Engine-Driven Vacuum
Pump
ENGINE FUEL ANO CONTROL
I
I
I
1. Fuel Boost Pump

2. Fuel Quantity Indications ...
(2)
3. Fuel Flow Indications "
1 " Displayed as part of the

(El S).
4.
Fuel Firewall Shutoff

System
Displayed as part of the

(El S).
(Conllnued Nex! Pagel
CESSNA
MODEL 208B G1000
KINDS
OF
SECTION 2
LlMITATIONS
OPERATIONS
EQUIPMENT
LlST
(Continued)
KINDOF
OPERATION
F
R
F
R
D
A
Y
N
I
I
F
R
I
F
R
I
C
I
N
D
A
Y
N
I
H
T
SYSTEM AND! OR
COMPONENT
G
H
T
COMMENTS
ENGINE FUEL ANO CONTROL (Continued)
Engine Indications (To,
1 " Displayed as part of the

(EIS).
O " One tor each occupied

passenger seat.
lTI, Ng, Oil Press, OH

Temp) *
6. Standby Torque Indicator
MISCELLANEOUS EQUIPMENT
1. Passenger Briefing Cards
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.
CESSNA
MODEL 208B G1000
SECTION 2
LlMITATIONS
FUEL LlMITATIONS
Total Fuel
Usable Fuel
Unusable Fuel
Both Tanks
Eaeh Tank
Both Tanks ON
Single Tank ON
Both Tanks ON
Sinole Tank ON
335.6 U.S. gallons

167.8 U.S. oallons
332.0 U.S. gallons
165.0 U.S. gallons
3.6 U.S. gallons
2.8 U.S. oallons
NOTE
To aehieve full eapaeity. fill fuel lank to Ihe top of Ihe filler
neek. Filling fuel tanks lo the botlom of the fuel filler collar
(Ievel wilh flapper valve) allows space for thermal
expansion and results in a decrease in fuel capacity of tour
gallons per side (eight gallons total).
With low fuel quantity (FUEL LOW CAS MSG(s) ON). continuous
uncoordinated fiight is prohibited. Unusable fuel quantity increases
when more severe sideslip is maintained.
Due to possible fuel starvation, maximum fuI! rudder sideslip duration
time is three minutes.

Maximum fuel unbalance in fiight is 200 pounds.
Fuel Grade (Specification) and Fuel Additives:

CAUTION
Avialion gasoline is reslricled lo emergency use and
shall nol be used for more Ihan 150 hours in one
overhaul period; a mixture of one part aviation gasoline
and Ihree parts of Jel A, Jet A-1, JP-1, or JP-5 may be
used for emergeney purposes for a maximum of 450
hours per overhaul periodo
(Continued Nexl Pagel
CESSNA
MODEL 208B G1000
SECTION 2
LlMITATIONS
FUEL LlMITATIONS (Continued)

Fuel Grade Specification and Fue1 Additives
FUEL
GRADE
JetA
Jet A-1
Jet B
JP-1
JP-4
JP-S
JP-8
Av Gas
(AII Grades)
(4)
MINIMUM FUEL
SPECIFIC
TEMPERATURE
FUEL
WEIGHT
SPECIFICATION FORTAKEOFF (POUNDSPER
(1)
'C
USGALLON
(2)(3)
AT 15 'C)
ASTM-D1655
ASTM-D1655
ASTM-D1655
MIL-L-5616
MIL-T-5624
MIL-T-5624
MIL-T-83133
MIL-G-5572
ASTM-D910
-35 "C
COLOR
Colorless
-45 'C
-35 'C
-54 'C
-40 'C
-40 'C
6.7
6.7
6.5
6.7
6.5
6.8
6.7
-54 'C
6.0
100lL Blue
-40 "C
Colorless
Colorless
Colorless
Colorless
Colorless
Colorless
80/87 Red
100/130 Green
NOTE
1. For all flight operations in ambient temperatures below OC, the
fuel used must cantaln an anti-icing fuel additive in camplianee
with MIL-I-27686 (EGME), or MIL-I-85470 (DIEGME). For
operations where the entire flight and ground profile will be
conducted in ambient temperatures aboye OC, the use of an
antiicing fuel additive in compliance with MIL-I-27686 (EGME),
or MIL-I-85470 (DIEGME) is optional. If fuel with EGME or
DIEGME is not used, the operator is required to use one of the
biocidal additives listed in Section 8 of this manual. Any
operation with fuel that does not contain EGME or DIEGME,
will require the operator to verify appropriate concentration
levels of EGME or DIEGME in the aireraft's fuel system
whenever these components are reintroduced.
CAUTION
JP-4 and JP-5 fuels per MIL-T-5624 and JP-8 fuel per
MIL-T-83133A eontain the correet premixed quantity of
an approved type of anti-ieing fuel additive and no
additional anti-ice compounds should be added.
Figure 2-1' (Sheet 1 of 2)

n
SECTION 2
lIMITATIONS
CESSNA
MODEL 208B G1000
FU EL LlMITATIONS
(Continued)
2. Mnimum starting temperature is that given or the minimum

allowable oi! temperature (-40C), whichever is warmer. Starts
may be attempted with fuel al 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 fue! and the
outside air temperature for takeoff is +29'C (85'F) and the
maximum operating altitud e is 9000 feet. The FUEL BOOST
pump must be ON for all flight operations.
Figure 2-7' (Sheet 2)
I
Reter to Seetian
concentrations.
tar
additional
approved
additives
and
FAA APPROVED
CESSNA
MODEL 2088 G1000
SECTION2
LlMITATIONS
MAXIMUM OPERATING ALTITUDE LlMIT

Certificated Maximum Operating Altitudes:
Non-Icing Conditions. . . . . . . . . . . .
. ......... 25,000 Feet
leing Conditions (if so equipped).
..... . . . . . .
.20,000 Feet
.20,000 Feet
Any eonditions with any iee on the airplane . . . . .
OUTSIDE AIR TEMPERATURE LlMITS

Cold Day ........ .
Hot Day:
Ground Operations
-54 oC from sea level to 25,000 Feet.
... +53C from sea level to 5000 Feet

ISA +31'C above 5000 Feet
Flight Operations .. ... ISA +35C from sea level to 25,000 Feet
Reter to ISA Conversian and Operating Temperature Umits chart in
Seetian 5, tor a graphical presentatian of the operating air temperature
limits.
NOTE
With both deck skin fans noperativa, ground operations

are limited to 46C for 30 minutes.
Ground operations up to 38C are not time limited with

both deck ski n fans noperative.
MAXIMUM PASSENGER SEATING LlMITS

In the passenger version, up to 11 seats may be installed. The right
front seat may be occupied by either a second crew member or a
passenger. When the right front seat is oeeupied by a passenger, only
eight seats in the aft cabin can be occupied.
In the cargo version, a maximum of cne seat may be installed to the
right of the pilot's seat ter a second crew member or a passenger.
Reter to Seetian 6 tor seat locations.
SECTION 2
LlMITATIONS
CESSNA
MODEL 2086 Gl000
OTHER LlMITATIONS
FLAP LlMITATlONS
Approved Takeoff Range. .
..........
. . UP to 20'
Approved Landing Range .
. . . . . . . . . . .. UP to FULL
Approved Landing Range in Icing Conditions .......... UP to 20'
STANDBY ELECTRIC SYSTEM
When operating the standby electrical system, the maximum electrical

load is 75 amps from sea level to 21,000 feet. To ensure adequate
alternator cooling at higher altitudes, reduce maximum standby
electrical system load 5 amps per 1000 leet aboye 21,000 leet.
TYPE 11, TYPE 111 OR TYPE IV ANTI-ICE FLUID

TAKEOFF LlMITATIONS
FLAP LlMITATIONS
Takeoff Flaps Setting ...
. ............. UP
AIRSPEED LlMITATIONS
Takeoff Rotation Speed .....
.. 83 KIAS
FAA APPROVED
CESSNA
MODEL 2086 G1000
SECTION2
lIMITATIONS
FLlGHT IN KNOWN ICING VISUAL CUES

As Required by AD 96-09-15, Paragraph (a) (1)
WARNING
Severe icing may resull from environmenlal

condilions outside of Ihose for which Ihe airplane
is certificaled. Flighl in freezing rain, freezing
drizzle, or mixed icing condilions (supercooled
liquid waler and ice cryslals) may result in ice
build-up on prolected surfaces exceeding the
capability of the ice prolection system, or may
result in ice forming aft of the prolecled surfaces.
This ice may nol be shed using the ice proteclion
systems, and may seriously degrade Ihe
performance and controllability of the airplane.
Ouring flight, severa icing conditions that exceed those tor which the
airplane is certificated shall be determined by the lollowing visual cues.

If one or more of these visual cues exists, immediately request priority
handling from Air Traffic Control 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 calleet 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 lorms aft 01 the protected surfaces 01 the wing struts.

Since the autopilot may mask tactile cues that indicate adverse
changes in handling characteristics, use of the autopilot is prohibited
when any of the visual cues specified above exist, or when unusual
lateral trim requirements or autoplot trim warnngs are encountered
whle the arplane s n icing conditions.
SECTION 2
LlMITATIONS
CESSNA
MODEL 208B G1000
G1000 LlMITATIONS
The current Garmin G1000 Cockpit Relerence Guide (CRG) Part
Number and System Software Version that must be available to the
pilot during fiight are displayed on the MFD AUX group, SYSTEM
STATUS page.
GPS based IFR enroute, Deeanie and terminal navigation is prohibited
unless the pilot verifies the currency of the database or verifies each
selected waypoint tor accuracy by reference to current approved data.
RNAV/GPS inslrument approaches must be accomplished in
accordance with approved instrument approach procedures that are
retrieved lrom the G1000 navigation database. The G1000 database
must incorporate the current update cycle.
Use 01 the NAVIGATION MAP page lor pilotage navigalion is
prohibited. The Navigation Map is ntended only to enhanee situational
awareness. Navigation is to be conducted using only current charts,
data and authorized navigation facilities.
Use of the TERRAIN PROXIMITY nfarmatlan far 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. In addition, Terrain Proximity information
is not available in locations north of 75" North latitude or south of 60"
South latitude due to the absence of terrain data in these geographical
areas.
Navigation using the G1000 is not authorized north 0172 0 North latitude
or south of 70" Sauth latitude due to unsuitability of the magnetic fields
near the Earth's pales. In addition, operations are not authorized in the
Ilollowing regions:
1. North 01 65 North latitude between longitud e 75 0 W and 1200 W

(Northern Canada).
2. North 0170 0 North latitude between longitud e 70 0 Wand 1280 W
(Northern Canada).
3. North 0170 0 North latitude between longitude 85 0 E and 1140 E
(Northern Russia).
4. South 0155 0 Soulh latitude between longitude 120 0 E and 1650 E
(region south 01 Australia and New Zealand).
(Continued Nexl Page)
PP
CESSNA
MODEL 208B G1000
SECTION 2
LlMITATIONS
G1000 LlMITATIONS (Continued)

The COM 1/2 (split COM) lunction 01 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 luel quantity, luel used and luel remaining lunctions 01 the G1000
are advisory nfarmatian 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 demonstrated eapable
of, and has been shown to meet the accuracy requirements tor, the
following operations provided it is receiving usable navigation data.
These do not constituts 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
(ineluding "LNAVNNAV", "LNAV + V", and "LPV") within the U.S.
National Airspace System in accordance with AC 20-138A.
2. As a required Long Range Navigation (LRN) system tor use in
the following types of airspace when used in conjunction with
Garmin WAAS Fault Detection/Exclusion Predietion Program,
par! number 006-A0154-01 or later approved version:
a. Oeeanie/Remote - RNP-10 (per FAA AC 20-138A, FAA
Notiee 8110-60, FAA Order 8400-12A, and FAA Order 87001). 60th GPS receivers are required to be operating and
receiving usable signals except for rautes 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 onside sensor fails or if the cross-side sensor is determined to
be more aeeurate. A "BOTH ON GPS1" or "BOTH ON
GPS2" message does not necessarily mean that one GPS
has lailed. Reler to the MFD AUX-GPS STATUS page to
determine the status 01 the unused GPS.
CESSNA
MOOEL 208B G1000
SECTION 2
LlMITATIONS
OPERATIONAL APPROVALS (Continued)

b.
North Atlantic (NAT) Mnimum 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 ter rautes requiring only
cne Long Range Navigation sensor.
c.
Emoute and Terminal including RNP5/BRNAV and PRNAV

(RNP-1) - In accordance with JAA TGL-10, ACJ 20X4, AC
90-96A, and AC 90-100A, provided the FMS is receiving
usable navigation information from ene or more GPS
receivers.
GARMIN GFC 700 AUTOMATED

SYSTEM (AFCS)
FLlGHT
CONTROL
1.
The GFC 700 AFCS prefiight test must be successfully

completed prior to use of the autopilot, f1ight director or manual
electrie trim.
2. A pilot, with the seat belt fastened, must occupy the left pilo!'s
seat during aH autopilot operations.
3. The autopilot and yaw damper must be off during all takeoff and
landings.
4. Autopilot maximum engagement speed .
. ... 175 KIAS
. .... 80 KIAS
Autopilot minimum engagement speed .
Electrie 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 autopilotlfight director are limited to

Category I approaches only.
7. Raw data ILS approaches below 400 feet AGL are prohibited.
8. Use of the autopilot is prohibited when the audio panel is
noperative (since the aural alert will nol be provided when
autopilot is disengaged).
9. When conducting a missed approach, use of the autopilot is
prohibited until arate of climb is established that will meet all
altitude requirements of the missed approach procedure.
10. Autopilot operations with the yaw damper (YO) disengaged are
prohibited.
eESSNA
MODEL 208B G1000
L3 COMMUNICATlONS
installed)
SEeTION 2
LlMITATIONS
WX
500
STORMSCOPE
(it
Use 01 the WEATHER MAP (WX-500 Stormscope) lor hazardous

weather (thunderstorm) penetration is prohibited. LTNG nfarmatlan 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 ftight.
TRAFFIC AOVISORY SYSTEM (TAS) (it installed)

Use of the TRAFFIC MAP to maneuver the airplane to avoid traffie is
prohibited. TAS is intended lor advisory use only. TAS is intended only
to help the pilot to visually locate traffic. It is the responsibility 01 the
pilot to see and rnaneuver to avoid traffic.
TAS is unable to detect any intruding aircraft without an operating
transponder. TAS can detect and track aircraft with either an ATeRBS
(operating in Mode A or e) or Mode S transponders.
ATe procedures and the "see and avoid concept" will continue to be the
primary means of aircraft separation. However, if communication is lost
with ATe, TAS adds a significant backup lor collision avoidance.
TERRAIN AWARENESS ANO WARNING SYSTEM

(TAWS-B) (it installed)
Use 01 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 01 TAWS-B is prohibited when operating using the QFE altimeter
setting (altimeter indicates O leet altitude when the airplane is on the
runway).
The pilot is authorized to deviate from the current ATe clearance only
to the extent necessary to comply with TAWS-B warnings.
TAWS-B is not available in locations north 0175' North latitude or south

01 60' South latitude due to the absence 01 terrain data in these
geographical areas.
OPTlONAL EQUIPMENT USER'S GUIOE

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
ftight.
CESSNA
MODEL 2086 G1000
SECTION 2
lIMITATIONS
PLACAROS
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 par! numbered placards
obtained from Cessna Aircraft Company or
equivalent placards installed by an approved repair
station in accordance with normal maintenance
practices/procedures.
1. In fuH view of the pilot on the sunvisor or windshield trim strip on
airplanes equipped tor flight nto known icing:
The markings and placards Inslalled in Ihis airplane contain operatlJl!! bmitations
which musl be compliad with when operating Ihis airplane in Ihe Normal
Catl:!gory. Otller aperaliog IimllatrorlS wluch mus! be complied with when

operaling !lis airplarle in Ihis categary ara conlail'l/!d io Ihe Pl1ot's Oper.hog
Handbook and FAA AppfOYBd Airplane Flighl Manual.
No Bcrobate maneUV81S, including spins, approved
This arplana is approved lor Uights mto eing conditioos il the
proper aplionar equipmenl is inslalled snd Gpera/iGnal. See POH
for welght anu al1ltuda festB~lions relating 10 ice
This airplane is cer1iled 10( Ihe foll~w;ng filght operat;ons as 01 dale 01 onginal
airwollhiness cer1ificate
DAY NIGHT VFR lfR
In ful! view of the pilot on the sunvisor or windshield trim strip on

airplanes not equipped for f1ight inta known icing:
The markings and placards iostalled in this airplane conlain operating

limitalioos which musl be complied with when operating this airplane in the
Normal Categof'(. Other operating limilalions which musl be complied with
when operating this alrplane in Ihis calogory are Conteined in the Pilot's
Operating Handbook and FAA Approved Airplane flight MelH.lal.
No acrobalic manelMlrs, irn:luding spins, approved.
Flight inlo known 01 forecas! icing tonditions prohibted.
This airplane is ~rtifiad IIlf lhe loUowiflQ flight op!lfalions as 01 date 01
original airworthiness certilica/e:
OAY NIGHT VFR lFR
VE
CESSNA
MODEL 2088 G1000
PLACARDS
SECTION 2
LlMITATIONS
(Continued)
2. On pedestal:
DO NOT TAKEOFF WITH ICE/FROST/SNOW ON THE
AIRCRAFT
3. On controllock:
CAUTION
CONTROL LOCK
REMOVE BEFO RE STARTING ENGINE
4. On left sidewall below and lorward 01 instrument panel and (when

right fiight instrument panel is installed) on right sidewall below
and forward of instrument panel:
A39001
STAne SOURCE DRAIN
OPEN
MUST BE CLOSEO
FORFUGHT
5. On sunvisor or windshield tri m-strip:

A39002
AL TCRNATE STATIC SOURCE COAREcnON
ClIMEIS!!o APPROACIIES, NO CORRECTlON RmUIREO.
kl!!.Iill;. CORRECTIONS VAAY WITH VENlS OPEN 011

ClOSEO. REFEA 10 SECTION 5 OF Pll.oT'S OPEAATINO
HANOBOOK.
6. Above Pilot PFD:

MAX WT. MANEUVER SPEED 148 KIAS
SEE POH FOR OTHER WEIGHTS

CESSNA
MODEL 2088 G1000
SECTION 2
LlMITATIONS
PLACARDS
(Continued)
7. A calibration card must be provided to indicate the accuracy of
the magnetic compass in 30 0 increments.
I r.f.8~.~N~e~a~,~w~in~lg~fia~p~p~07.si~tio~n~in~d~ica~to~'~:~~~==~~~~""T.7.~'
UP lo 10
175 KIAS
(partial flap range wilh dark blue
color code; also mechanical detent
150 KIAS
125 KIAS
20 lo FULL
9.
al 10)
(lighl blue code; al50 mechanical
delenl al 20)
(while color code)
SelowrP:.;o:.;w:.;e:.;.'.;.le:.v:.;e:.;.,:.;._===,-____-,
CAUTION
USE BETA ANO REVERSE ONLY
WITH ENGINE RUNNING ANO
PROPELLER OUT OF FEATHER
'
r
10. On fuel tank selector:

'39003
v~
ON
16'
OFF
OFl'
'Q
"'A
FUEL TANK
SELECTORS
)
ON
'"
GAL
GAL
332GALWITHeOTHTANKSON
MAX1MUM FUEL UNBALANCE IN Fl.IGHT: 200LB
FAAAPPROVE
CESSNA
MODEL 208B Gl000
PLACAROS
SECTlON 2
LlMITATIONS
(Conlinued)
11. Adjacenl lo each oulboard fuel lank filler cap:

A5S790
l~l fU EL ONLt
.,t
<RmUIREO.
SEE Pllors OPER
\t~ \l.UUW~O\l'E.D FUElS, OUANT/TY, AND NJ,zG NANoo
f>..""'\\"i'l\t.~ ~
OF AOlJl '001(
GROUNO TO WING TIEOOIm FITTiNG
"O
1 \l US GALLONS (635.2 l/TER.
\~1 ~l fUEl CAPACI~

I
12. Adjacenl lo each inboard fuel tank filler cap (when installed):
"-'1010
(Conlinued Nexl Pagel
CESSNA
MODEL 2086 G1000
SECTlON 2
LlMITATIONS
PLACARDS (Continued)
13. Adjacent to fuel filter:
"'''''''
FUEL FILTER
DRAIN DAILY
14. Adjacent to fuel drain can:

Al9007
EPA CAN - DRAIN

PROPERL y DISPOSE
15. On the brake fluid reservoir:
BRAKE FLUID RESERV01R

REFILL WITH MIL-H-5606 FLuro
1---- M I N - - - - l
CESSNA
MODEL 2086 G1000
PLACARDS
SECTION 2
LlMITATIONS
(Continued)
16. Adjacent to oil dipsticklfiller cap (on inertial separator duct):
.,""',
ENGINEOIL
TOTAL CAPACITY 14 u.s. OUARTS
DRAIN & Flll 9.5 U.S. QUARTS
TYPE: SEE PILOT'S OPERATlNG HANDBOOK
fOR APPROVEO OILS. DO NOT MIX BRANOS.
SERVltED WITH:
17. On side 01 inertial separator duct:

A39010
WARNING
PRESSURIZED OIL TANK
ENSURE
OIL DIPSTICK
ISSECURE
18. On firewall aboye battery tray:

A396l1
CAUTION
24 VOL T$ D.C.
THIS AIRCRAFT IS EQUIPPED WITH
GENERATOR ANO A NEGATIVE

GROUND SYSTEM
OBSERVE PROPER POLARITV

REVERSE POLARITY WILL DAMAGE
ElECTRICAI. COMPONENTS
CESSNA
MODEL 208B Gl000
SECTION 2
LlMITATIONS
PLACAROS
(Continued)
19. Near ground service plug receptade:

EXTERNAL POWER
28 VOLTS O.C. NOMINAL
800 AMP
STARTING CAPACITY MIN.
DO NOT EXCEEO 1700 AMP$
20. On access panel on bottom of both wings just forward of aileron:
21. On each side af nose strut fairing near tow lmit marking (rudder
FLUXVALVE
USE NON-MAGNETIC
TOOLS ANO SCREWS
lock placard required when rudder lock installed):
CAUTION
WARNING
MAXIMUM
TOW
LlMIT
00 NOT TOW AIRCRAFT

WITH RUOOER LOCK
ENGAGEO
22. Adjacent to left crew door inside door handle:

A39014
LOCK OVERRIDE:
TOUNlOCK
PULL & ROTATE

KNOB
TOLOCK
'"
PULL&ROTATE )
KNOB
PP
CESSNA
MODEL 208B G1000
PLACARDS
SECTION2
lIMITATIONS
(Continued)
23. Adjacent to upper passenger door outside pushbutton and door

handle (Passenger version only):
A39015
DOOR OPERATION:
TOOPEN
PUSH BUTTON &:
ROTATE
HANDlE "-
TOCLOS(E
ROTATE
HANOLE
24. Adjacent to upper passenger

(Passenger version only):
door nside
door
handle
A39016
DOOR OPERATION:
TOOPEN (
PULLHANDLE
INBO 8. ROTArE
lOCLOSE (
ROTATE HANDLE
&STOW
25. At center of lower passenger door on nside and outside

(Passenger version only):
A39017
WARNING
OUTSIOE PROXIMITV OF
LQWEA DODA MUST BE
CLEAR BEFORE OPENING
CESSNA
MODEL 2088 G1000
SECTION 2
LlMITATIONS
PLACAROS
(Continued)
26. Adjacent to upper cargo door outside pushbutton and door

handle:
A39018
DOOR OPERATtON:
TOOPEN
PUSH BurrON &
ROTATE )
HANDlE
TOCLOSE
ROTATE"
HANDlE J
27. Adjacent to upper cargo door nside door handle (Passenger

version only):
DOORO!'El\AnOl<'
I~~~=)
28. On right sidewall of lower passenger door (Passenger version

only):
MAX BAGGAGE 325 LBS. REFER TO

WEIGHT ANO BALANCE DATA FOR
BAGGAGElCARGO LOADING.
CESSNA
MODEL 2088 G 1000
PLACARDS
SECTION 2
LlMITATIONS
(Continued)
29. On left and right sides of aft cargo barrier (Cargo versionl
Passenger version when cargo barrier is installed):
30. 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 EXCEPTlONS.
-CHECK WEIGHT ANO BALANCE-
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 ANO BALANCELOAD MUST BE PROTECTED FROM
SHIFTING - SEE POH -
31. On right sidewall adjacent to Zone 5 (Cargo version only):

IF LOAD IN ZONE 5 EXCEEDS
400 LBS A PARTlTION NET IS REQD
AFT OR LOAD MUST BE
SECURED TO FLOOR
CESSNA
MODEL 2088 Gl000
SECTION 2
LlMITATIONS
PLACAROS
(Continued)
32. On left and right sides of cabin in appropriate zones (Cargo

version only)'
ZONE 1
MAX LOAD 1780 LBS
ZONE2
MAX LOAD 3100 LBS
ZONE3
MAX LOAD 1900 LBS
ZONE4
MAX LOAD 1380 LBS
ZONE5
MAX LOAD 1270 LBS
ZONE6
MAX LOAD 320 LBS
FAA APPROVED
CESSNA
SECTlON 2
lIMITATIONS
MODEl208B Gl000
PLACAR OS (Conlinued)
33. On inside 01 cargo pod doors (il installed):

FWD. COMPARTMENT
MAJC WEIGHT 230 LBS.
MAJ<. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
CTR. COMPARTMENT
MAJ<. WEIGHT 310 LBS.
MAJ<. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
AFT COMPARTMENT
MAJ<. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
AFT COMPARTMENT
MAJ<. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
34. At each sidewall and ceiling anchor plate (excepl heavy duty
anchor plates with additional structural support) and at anchor
plate at center of lower cargo door (Cargo version only):
A39021
SECTION 2
LIMITATlONS
PLACARDS
CESSNA
MODEL 208B G 1000
(Continued)
35. On the left side of the taitcone stinger, affixed to the rudder lock
shaft CQver plate:
LOCK
UNLOCK
L--://)
(
> UNLOCK
BEFORE TAXI ANO FLIGHT
FAA APPROVED
CESSNA
MODEL 2088 G1000
SECTION 3
EMERGENCY PROCEDURES
EMERGENCYPROCEDURES
TABLE OF CONTENTS
Page
Introduction . . . . . . . . .
. ................... 3-5
Airspeeds for Emergency Operation . . . . . . . . . . . . .
. .3-5
Operating Procedures - General . ............. .
. .3-6
Engine Failures . . .
. ....... .
Engine Failure During Takeoff Roll .. .
Engine Failure Immediately After Takeoff ...
Engine Failure During Flight ..... .
Engine Flameout During Flight ..... .
.. .. 3-8
.. .. 3-8
3-8
.. .. 3-8
3-10
Airstart .
Starter Assist (Preferred Procedure) . .
No Stal1er Assist .
.3-10
.3-10
. .. 3-11
Forced Landings
....... .
Emergency Landing without Engine Power ....
Precautionary Landing with Engine Power .
Ditching .......................... .
Smoke and Fire . . .
. ...... .
Engine Fire in Flight (Red ENGINE FIRE CAS MSG).
Electrical Fire in Flight. ....... .
Cabin Fire ..................... .
Wing Fire...
. ...... .
Cabin Fire During Ground Operations
Engine Fire During Start on
Ground (Red ENGINE FIRE CAS MSG).
3-13
. ... 3-13
.3-13
3-14
.3-14
3-14
.3-15
.3-16
.3-17
.3-17
3-18
lee 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 (a) (2)..........
. .. 3-19
Procedures For Exiting the Severe Icing Environrnent as Required by AD 96-09-15, Paragraph (a) (2) .......... 3-19
Inadvertent Icing Encounter . . . . . . . .
. ....... . 3-20
SECTION 3
EMERGENCYPROCEDURES
CESSNA
MODEL 208B G1000
TABLE OF CONTENTS (Continued)

Avionics/Autopilot. .......... .
Pitch Trim Failure (Red PTRIM on PFD) .
Yaw Damper Inoperative (Red AFCS or YAW CAS MSG) .
Page
3-22
3-22
. 3-22
Electrical Failures. . .
. ...
Generator Failure (Amber GENERATOR OFF CAS MSG) .
Voltage High (Red VOLTAGE HIGH CAS MSG).
Voltage Low (Red VOLTAGE LOW CAS MSG).
.
3-23
3-23
3-25
3-25
Engine Malfunctions. . . . . . . . . . . . . . . . .
. .. 3-27
Loss 01 Oil Pressure (Red OIL
PRESSURE LOW CAS MSG)
. .. . .... . ......... 3-27
Fuel Control Unit Malfunction in the Pneumatic or
Governor Sections (Engine Power RolIs Back to Idle) .
3-27
Emergency Power Lever not Stowed
(Red EMERG PWR LVR CAS MSG) .
. ... 3-27
Fuel System . .
. ........................
Fuel Flow Interruption to Fuel Reservoir
(Red RSVR FUEL LOW CAS MSG). .
Fuel Tank Selector OFF During Engine Start
(Red FUEL SELECT OFF CAS MSG
and Both Fuel Selector Warning Horns Activated) . .
Fuel Level Low and Single Fuel Selector
Off (Red FUEL SELECT OFF and Amber L, R,
L-R FUEL LOW CAS MSG(s)) and or
Both Fuel Tank Selectors Off (Red FU EL
SELECT OFF CAS MSG and One Fuel Warning
Horn Activated). .
........
. .....
Start Cont and/or Fuel Select Warn Circuit Breaker(s) tripped
. .....
(Red FUEL SELECT OFF CAS MSG). . . .
3-28
3-28
3-28
3-28
3-29
AA
PPROVE
CESSNA
MODEL 2088 G1000
SECTlON 3
EXPANDED EMERGENCY
Page
Engine Failure .
Maximum Glide Chart .
Forced Landings ........ .
Ditching. . . . . . . . . ..
. ...... .
Landing without Elevator Control . .. .
3-30
Smoke and Fire ............ .
3-35
Emergency Operation in Clouds ..

Executing a 1800 Turn in Clouds (AHRS Failure) ..
Emergency Descent Through Clouds (AHRS Failure)
Recovery from Spiral Dive in the Clouds (AHRS Failure).
3-36
3-37
3-37
3-38
Spins .'
3-39
Engine Malfunctions
Loss of OH Pressure . .
. ........ .
Fuel Control Unit Malfunctions in the Pneumatic
or Governor Sections . ............. .
Emergency Power Lever Not Stowed .. .
Fuel System Malfunction/lnadvertent Fuel
Flow Interruption Procedures . ..
3-40
3-40
Electrical Failures ..................... .

Generator or Main Bus Malfunctions.
Loss of Electrical Power .
Partal Avionics Power Failure
............ .
Standby Electrical System Malfunctions ... .
Emergency Exits .
Emergency Exits Figure ..
3-32
3-34
3-34
3-35
3-41
. ... 3-41
3-42
.3-43
3-43
3-44
3-44
3-44
3-45
3-46
SECTION 3
EMERGENCYPROCEDURES
CESSNA
MODEL 208B G1000
FAA APPROVED
SECTION 3
CESSNA
MODEL 2086 G1000
INTRODUCTlON
Saetan 3 providas checklist and amplified procedures tor 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 seetian should
be considered and applied as necessary to correet the problem.
Emergency procedures associated with optional or supplemental
equipment are found in Seetian 9, Supplements.
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 UP ...
WING FLAPS Handle FULL
100 KIAS
80 KIAS
Maneuvering Speed:
148 KIAS
137 KIAS
125 KIAS
....... .
.............. 112 KIAS
With Cargo Pod
Without Cargo Pod
or
With TKS Fairing
I
95KIAS
97 KIAS
8750 lbs
7500 lbs
87 KIAS
90 KIAS
79 KIAS
82 KIAS
6250 lbs
71 KIAS
74 KIAS
5000 lbs
Precautionary Landing (Engine Power/Flaps FULL) ....
80 KIAS
Landing Without Engine Power:
100 KIAS
WING FLAPS Handle UP .
WING FLAPS Handle FULL ..
80 KIAS
8750 lbs ..
7500 lbs ..
6250 lbs .......
5000 lbs ..
Maximum Glide:
SECTION 3
GESSNA
MODEL 2088 G1000
GENERAL
OPERATING PROCEDURES - GENERAL
The operating procedures contained in this manual have been
developed and recommended by Cessna Aircraft Company and are
approved tor use in the operation of this airplane.
This seetian contains the Emergency and Abnormal Procedures for
your airplane. For your convenience, definitions of these terms are
listad in Seetian 1. Operating procedures in this airplane flight manual
are organized into Emergency, Abnormal, and Normal Procedures.
Normal procedures are those recommended tor routine day-to-day
preflight, flight, and postflight operation and n elude expanded systems
nfarmatian and procedures. Sorne checks, as noted in the Limitations
Seeton of this airplane f1ight manual, are required to assure proper
systern 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 Alerting System (CAS) portion of the
Prirnary Flight Display (PFD) in lront 01 eaeh pilo!. Sorne Garrnin G1000
laults are also displayed as rnessages in the Prirnary Flight Display

(PFD) or Multi Funetion Display (MFD). These rnessages are listed
Within the appropriate portion of the Emergency and Abnormal

procedures sections of the FM Approved POH/AFM or appropriate
Garmin Cockpit Reference Guide for the 208 series aircraft.

Emergency procedures are generally associated with Red CAS
IMSG(s) or Garrnin G1000 rnessages. Sorne proeedures, sueh as

Max;mum Glide/Emergency Landing, are not associated with any
particular message, but can involve one or more messages. Al!
emergency procedures are organized by appropriate systems and
inelude eaeh Red CAS or Garrnin rnessage il applieable exaetly as it

appears on the PFO, or MFO. Emergency Procedures require
immediate pilot recognition and corrective action by the crew. Red CAS
MSG(s) will flash and pressing the WARNING softkey will silenee the
repeating ehirne and ehange the GAS MSG to steady.
(Gontinued Next Page)
FAA APPR()VFrl
CESSNA
MODEL 208B G1000
SECTION 3
FORCED LANDINGS
EMERGENCY LANDlNG WITHOUT ENGINE POWER
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Seats, Seat Belts, Shoulder Harnesses . . . .

SECURE
Airspeed......
........
. ... 100 KIAS (flaps UP)
80 KIAS (flaps FULL)
POWER Lever . .
. .................... tOLE
PROP RPM Lever. . . . .
FEATHER
FUEL CONDITION Lever .
. .... CUTOFF
FUEL BOOST Switch. . .
. . . . .. OFF
IGNITION Switch. . . . . . . . . . . .
. ... NORM
STBY ALT PWR Switch . . .
. . . . . . . . . . . . . . . . . .. OFF
Nonessential Equipment. . . . . . . .
. . . . .. OFF
FU EL SHUTOFF Knob. . . . . . . . . . . . . . . . . .
PULL OFF
FUEL TAN K SELECTORS ..... OFF (warning horn will sound)
WING FLAPS Handle.. AS REQUIREO (FULL recommended)
Crew Doors.
. . UNLATCH PRIOR TO TOUCHOOWN
GENERATOR Switch. . . . . . . . . . . .
. ......... TRIP
BATIERY Switch. . . .
OFF (when landing is assured)
Touchdown ....................... SLIGHTLY TAIL LOW
Brakes. . . . .
. .......... APPLY HEAVtLY
PRECAUTlONARY LANDING WITH ENGINE POWER

1. Seats, Seat Belts, Shoulder Harnesses .
.. SECURE
2. WING FLAPS Handle.
.. .. .. .. .. .. .. .. .
.. .. 10
3. Airspeed..
. ................ 90 KIAS
4. Selected Field .............................. FLY OVER
(noting terrain and obstructions)
5. Nonessential Equipment
(except BATIERY, GENERATOR and STBY ALT). .
OFF
6. WING FLAPS Handle.
. ... FULL OOWN (on final approach)
7. Airspeed....
.. .. .. .. .
.. ............ 80 KIAS
8. Crew Doors ........... UNLATCH PRIOR TO TOUCHOOWN
9. STBY ALT PWR Switch . . . . .. . . . . . . .
OFF
10. GENERATOR Switch. .
. .................... TRIP
11. BATIERY Switch.....
. ............... OFF
12. Touchdown . . . . . . . . . .
. ...... SLIGHTLY TAIL LOW
13. POWER Lever . .. ..........
. .... BETA RANGE
14. FUEL CONDITION Lever ....................... CUTOFF
15. Brakes. . . ........ . . . . ..
. ......... APPLY HEAVILY
SECTION 3
CESSNA
MODEL 208B G 1000
DITCHING
1.
Radio ............... TRANSMIT MAYOAY (on 121.5 MHz)

Give lacatlon, intentions and SQUAWK 7700 if transponder is
installed.
2. Heavy Objects in Cabin. . . . . . . . . . .
. ... SECURE
(if passenger is available to assist)
3. Seats, Seat Belts, Shoulder Harnesses . .
. .. SECURE
4. WING FLAPS Handle . . . . . .
. ... FULL OOWN
5. POWER..
ESTABLlSH 300 FT/MIN OESCENT AT 80 KIAS
6. Approach
a. High Winds ........................ INTO THE WINO
b. Light Winds, Heavy Swells .
PARALLEL TO SWELLS
7. Face.......... . ........... CUSHION al TOUCHOOWN
(with lolded coat or similar object)
8. Touchdown........ . NO FLARE (maintain descent attitude)
9. Airplane...........
. .................. EVACUATE
10. Lile Vests and Raft .......... INFLATE (when outside cabin)
WARNING
The airplane has nol been flighl lested in actual

ditehings. thus the aboye reeommended proeedure
is based entirely on the best judgment of Cessna
Aireraft Company.
SMOKE ANO FIRE

ENGINE FIRE IN FLlGHT (Red ENGINE FIRE CAS MSG)
1. POWER Lever. . . . . . .
IOLE
2. PROP RPM Lever. . . . . . . . . . . . .
. ... FEATHER
3. FUEL CONDITION Lever . .
CUTOFF
4. FUEL SHUTOFF Knob . . . . . . .
PULL OFF
5. CABIN HEAT FIREWALL SHUTOFF CONTROL. PULL OFF
6. Forward Side Vents
. . . . .. CLOSE
7. Overhead Vents. . . . . . . . .
OPEN
8. VENT AIR FANS.
. ........ ON
9. WING FLAPS Handle . . .
. .. 20 FULL
10. Airspeed .. .. .. .. .. .. .. .. ..
80 85 KIAS
11. Forced Landing . . . .
........
EXECUTE
(as described in Emergency Landing Without Engine Power)
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 3
ELECTRICAL FAILURES
GENERATOR FAILURE (Amber GENERATOR OFF CAS
MSG)
1.
BUS VOLTS .
CHECK
Monitor voltage and generator output.
2. STBY ALT PWR . .
...................
VERIFY ON
IF BUS VOLTS IS LESS THAN 28.5:
3. GENAMPS.
... CHECK
IF GEN AMPS IS ZERO:
a. GEN CONT and GEN FIELD Circuit Breakers. .. PUSH IN
(top row last 2 breakers on lorward end)
b. GENERATOR Switch. . . . . . . .
. ........... RESET
IF GENERATOR OUTPUT RESUMES:
c. BUS VOLTS .............. .
......... MONITOR
(and monitor GEN AMPS)
II BUS VOLTS increases past 32.5, expect the generator to
trip offline again. If this occurs, complete the Generator
Failure checklisls beginning with step 3d.
IF GEN AMPS IS STILL ZERO:
d. GENERATOR Switch.
. ........ .
.. TRIP
e. AVIONICS BUS TIE Switch ...... .
.. . . . ON
l. AVIONICS STBY PWR Switch.
. ...... .
...ON
g. AVIONICS NO. 1 and NO. 2 Switches ..
OFF
h. Electrical Load .... .
REDUCE
(1) CABIN Switch ............... .
OFF
(2) POWER OUTLETS Switch.
OFF
(3) STROBE Switch ......... .
OFF
(4) LDG and TAXI! RECOG Switch es ..... .
OFF
NOTE
Keep LDG and TAXI/ RECOG OFF until required lar

approach and landing. Prior to landing, only turn LEFT LDG
light ON to keep electricalload below limil.
SECTION 3
CESSNA
MODEL 208B G1000
GENERATOR FAILURE (Amber GENERATOR OFF CAS

MSG) (Continued)
i.
j.
(5) VENT AIR FANS. .

. .. OFF
(6) AIR CONDITIONING (il installed) .
. OFF
(7) GEN CONT and GEN FIELD Circuit Breakers .. PULL
(top row, last two breakers on lorward end)
(8) RIGHT PITOT HEAT Circuit Breaker.
. .... PULL
(second row, third breaker lrom aft end)
(9) RDNG LlGHT Circuit Breaker .
. ....... PULL
(third row, second breaker Irom aft end)
(10) RADAR RIT Circuit Breaker ................ PULL
(AVN BUS 1, second row, sixth breaker lrom left side)
(11) HF RCVR and HF AMP Circuit Breakers ...... PULL
(AVN BUS 2, second row, fifth and
sixth breakers from left side)
. VERIFY BELOW 75 AMPS
ALT AMPS
(continue shedding il not below 75 amps)
Flight. ....
CONTINUE
NOTE
With Standby Alternator powering the electrical system, the

flight can continue to destination airport with the Amber
GENERATOR OFF CAS MSG displayed. Monitor alternator
load using ENGINE SYSTEM page.
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 3
VOLTAGE HIGH (Red VOLTAGE HIGH CAS MSG)

1.
BUS VOLTS . . . . . .
. . . . . . . . . . . . . . . . . . . .. MONITOR
II BUS VOLTS increases past 32.5, expect the generator to
trip offline automatically. BUS VOLTS will turn redl white at
32.1 volts to give advanced warning 01 an automatic trip. II
this occurs, complete the generator failure checklist
beginning with step 3a.
IF THE GENERATOR OOES NOT TRIP AUTOMATICALLY ABOVE
32,5 VOC:
2. GENERATOR Switch. . . .
. . . . . . . . . . . . .. . ...... TRIP
Complete the GENERATOR FAILURE checklist beginning
with step 3d.
VOLTAGE LOW (Red VOLTAGE LOW CAS MSG)

1.
BUS VOLTS ..
. . . . . . . . . . . . ......
CHECK
CAUTION
A Red VOLTAGE LOW GAS MSG lollowed by a BUS 1,
BUS 2 or STBY PWR Gireuit Breaker tripping can
indieate a leeder lault thal has isolaled ilsell. Do nol
resel lhe tripped breaker. The Red VOLTAGE LOW
GAS MSG should disappear.
2. STBY ALT PWR ..... .
.. ............ VERIFYON
IF VOLTAGE 15 LESS THAN 24,5, AMBER GENERATOR OFF ANO
AMBER STBY PWR INOP CAS MSG(s) ON:
3. GEN CONT and GEN FIELD Cireuit Breakers. . . . .. PUSH IN
4. GENERATOR Switch. . . . . . . . . . . . . . .
. .... RESET
5. STBY ALT PWR Switch .................. OFF; THEN ON
IF BUS VOLTS 15 STILL LESS THAN 24,5:
6. GENERATOR Switch ......... .
TRIP
7. STBY ALT PWR Switch ..
OFF
SECTION 3
CESSNA
MODEL 208B G1000
VOLTAGE LOW (Red VOLTAGE LOW CAS MSG) (Continued)

8. Electrical Load.
. ............... REDUCE
a. AVIONICS STBY PWR Switch. . . . .
. OFF
b. AVIONICS BUS TIE Switch . . . . . . . . . . .
. . OFF
I
c. PRIMARY Switch . . . . . . .. ........
NORM
NOTE
TKS Ice Protection System PRIMARY switch must be kept
in NORM in arder to keep the electrical load within limits on
BATTERY power ONLY.
d.
e.
l.
g.
PROP HEAT Switch (il installed) .

CABIN Lights ...... .
STROBE lights .. .
LDG and TAXlfRECOG lights ..
.. ..
. ...
.
'.
OFF
OFF
OFF
OFF
NOTE
Keep LDG and TAXlfRECOG lights OFF until required lar
approach and landing. Prior to landing, only tum the LEFT
LDG light ON to keep electricalload below limil.
h.
i.
j.
VENT AIR FANS. ........

... OFF
AIR CONDITIONING (il installed).
. .. OFF
GEN CONT and GEN FIELD Circuit Breakers.
. . PULL
(top row, last two breakers on lorward end)
k. RIGHT PITOT HEAT Circuit Breaker .
. ..... PULL
(seccnd row, third breaker lrom aft end)
1. RDNG LlGHT Circuit Breaker. . . . .
. .... PULL
(third row, second breaker lrom aft end)
m. RADAR RIT Circuit Breaker . .
. ........ PULL
(AVN BUS 1, second row, sixth breaker Irom left side)
n. AVIONICS No. 2 Switch ........................ OFF
9. BAn AMPS
................ VERIFY BELOW 45 AMPS
10. FLlGHT. .
TERMINATE (as soon as possible)
(reler to the appropriate FORCED LANDINGS
procedure in this Section)
FAA APPROVED
CESSNA
MODEL 2088 G1000
SECTION 3
ENGINE FAILURE (Continued)

CAUTION
The FUEL CONOITION lever can be moved

momenlarily lo CUTOFF and Ihen back lo LOW 10LE il
overlemperalure lendencies are encounlered. This
reduces Ihe flow 01 luel lo Ihe combuslion chamber.
If the engine starter is inoperative, follow the No Starter Assist checklist
procedures for an airstart.
CAUTION
II a rise in Ng and lIT are nol indicaled wilhin 10

seconds, place FUEL CONOITION lever lo culoff
and abort slart. Reler lo Emergency Procedures
Engine Failure Ouring Flighl and Emergency
Landing Wilhoul Engine Power.
Emergency airslarls can be attempled below 10%
N...Q...and oulside Ihe normal airspeed envelope, bul
I rl should be closely monilored. Ihe FUEL
CONOITION lever can be moved allernalely lo culoff
and Ihen back lo low idle il overlemperalure
tendencies are encountered.
Do nol attempl an airstart wilhoul starter assisl with

0% Ng.
SECTION 3
CESSNA
MODEL 2088 G 1000
FORCED LANDINGS
If all attempts to restart the engins faH and a torced landing ls imminent,
select a suitable field and prepare ter the landing as discussed under
the Emergency Landing Without Engine Power checklist.

Befare attempting an off-airport landing with engine power available,
ene should fly over the landing area at a safe but low altitude to inspect
the terrain tar obstructions and surface conditions, proceeding as
discussed in the Precautionary Landing With Engine Power checklist.
NOTE
The overhead fuel tan k selectors control shutoff valves at
the wing fuel tank outlets. To minimize the possibility af a
tire, these selectors can be set to the OFF pasition during
the final phase af an approach to an "off-airport~ landing.
With the selectors turned OFF, there is adequate fuel in the
fuel reservoir tank tor 3 minutes of maximum continuous
power operation or approximately 9 minutes dIe power
operation. A warning horn will sound with both fuer
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 Ihe precaulionary landing is aborted, lurn Ihe fuel
lank seleclors lo Ihe on pos ilion after inilialing Ihe
balked landing.
DITCHING
Prepare ter dtching by securing or jettisoning heavy objects rocated in
the baggage area and collect folded coats tor protection of occupants'
faces at touchdown. Transmit Mayday message on 121.5 MHz giving
rocaton and intention5 and squawk 7700. Avaid a landing fiare
beca use of difficulty in judging height over a water surface.
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 3
EMERGENCYPROCEDURES
LANOING WITHOUT ELEVATOR CONTROL

Using power lever and etevator trim control, trim ter approximately 500
Ipm descent with 20 flaps at 85 KIAS. Then control the glide angle by
adjusting power. tf required, make small trim changes to maintain
approximately 85 KIAS as power is adjusted during the approach.
The landing fiare can be accomplished by a gentle power reduction
accompanied by nose up trim. At forward C.G. loadings, jt can be
necessary to make a small power ncrease in the final fiare stage 10
bring the nose up and prevent touchdown on the nose first. Afier
touchdown, move the POWER lever to idle.
SMOKE ANO FIRE

In the event a fire is encountered, the following nfarmatlan will be
helplul in dealing with the emergency as quickly and salely as possible.
The prellight checklist in Section 4 is provided to aid the pilot in
detecting conditions which could contributa to an airplane tire. As a tire
requires a combustible material, oxygen and a source of ignition, close
preflight inspection should be given to the engine compartment and the
underside ofthe wing and fuselage. Leaks in the fuel or oil systems can
lead to a ground or in-flight fire.
WARNING
Flighl should nol be attempled wilh known fuel or

oil leaks. The presence of fuel or unusual oil stains
can be an indication of syslem leaks and should be
correcled prior lo flight.
Probable causes of an engine tire are a malfunction of the fuel control
unt and improper starting procedures. Improper procedures such as
starting with the EMERGENCY POWER lever out 01 NORMAL position
or introducing fuel nto the engine when gas generator speed is below
10% RPM will cause a hot start which can result in an engine tire. 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
soan as practicaL
SECTlON 3
SMOKE ANO FIRE
CESSNA
MODEL 2088 G1000
(Continued)
Engine tires ori9inating in f1ight must be contralled as quickly as

possible in an attempt to prevent major structural damage. Immediately
shut off all luel to the engine and shut down the engina. Close the cabin
heat firewall shutoff control and farward side vents to avaid drawing fire
into the cabin, open the overhead vents, extend 20' to FULL fiaps and
slow down to 80-85 KIAS. This provides a positive cabin pressure in
relalion to the engine compartment. An engine restart should not be
attempted.
An open toul weather window produces a low pressure in the cabin. To

avald drawing the fire into the cabin, the foul weather window should be
kept closed.
A tire or smoke in the cabin should be controlled by identifying and
shulting down the laulty system. Smoke can be removed by opening
the cabin ventilation contrals. When the smoke is intense, the pilot can
choose to expel the smoke through the loul weather window. The loul
weather window should be closed immediately if the tire becomes more
intense when the window is opened.
The initial indication of an electrical tire is usually the odor of burning
insulation. The checklist for this problem should result in elimination of
the fire.
EMERGENCY OPERATION IN CLOUOS

II the vacuum pump lails in fiight, the standby altitude indicator will not
be accurate. The pilot must rely on the attitude and heading information
(Irom the AHRS) shown on the PFD indicators. With valid HDG or GPSI
NAV inpuls, autopilot operation will not be affected.
II a single AHRS unit lails in llight (red X's shown through the PFD
attitude and heading indicators), the pilot must rely on the cross-side
AHRS for attitude and heading information.
The autopilot will not operate il a single AHRS unit lails. The pilot must
manually fly the airplane with crosside AHRS input. Reler 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.
AA
PPR
CESSNA
MOOEL 208B G1000
SECTION 3
EMERGENCY PROCEOURES
SPINS
Intentional spins are prohibited in this airplane. Should an inadvertent
spin occur, the following recovery technique can be used.
1. RETAR O POWER LEVER TO IOLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY ANO HOLO FULL RUOOER OPPOSITE TO THE
OIRECTION OF ROTATlON.
4. IMMEOIATELY AFTER THE RUOOER REACHES THE STOP,
MOVE THE CONTROL WHEEL BRISKLY FORWARO FAR
ENOUGH TO BREAK THE STALl. FuI! down elevator wil! be
required at aft center of gravity loadings to assure optimum
recoveries.
5. HOLO THESE CONTROL INPUTS UNTIL ROTATION STOPS.
I
Premature relaxation of the control inputs may extend the
recQvery.
6. AS ROTATlON STOPS, NEUTRAlIZE RUOOER ANO MAKE A
SMOOTH RECOVERY FROM THE RESULTING OIVE.
SECTION 3
CESSNA
MODEL 2088 G 1000
ENGINE MALFUNCTIONS
LOSS OF OIL PRESSURE
The complete loss 01 oil pressure, as evidenced by the Red OIL
PRESS LOW CAS MSG and conlirmed by the oil pressure indication
reading, implies that the pilot will eventually lose control 01 the propeller
as the propeller springs and counterweights drive the propeller blades
nto feather. Also, the engine will eventually seize. Therefore, if the pilot
elects to continue to operate the engine after 1055 af oil pressure,
engine and propeller operation should be closely monitored far
indication of the anset af propeHer feathering or engine seizure and the
engine lailure checklist should be completed at that time.
Operation af the engine at a reduced power setting (preferably at the
minimum power required tar the desired f1ight re9ime) will generally
prolong the time to loss 01 engine/propeller thnust.
Operation af the engine with the oil pressure in the yellow band is nol
considered critical, but is a cause tar concern and should be tolerated
only tor the completion of the flight. Continued monitoring of the oi!
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
CESSNA
MODEL 208B G1000
SECTION 3
ABNORMALPROCEDURES
ABNORMALPROCEDURES
TABLE OF CONTENTS
Abnormal Landing ........ .
Landing with Flat Main Tire.
Landing with Flat Nose Tire ..
Page
... 3-51
.3-51
... 3-51
IAvionics/Autopilot. .
. ........... .
.. 3-52
Aileron Mistrim (<-AIL OR AIL-> Indication PFD) ...
.. 3-52
Elevator Mistrim (TELE OR .ELE 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 lAS MISCOMP Indication PFD) .

. ........... 3-55
Pitch/RolI/Heading Miscompare
.3-57
(Amber PIT/ROUHDG MISCOMP Indication PFD) . . . .
Display Unit Failure ................................... 3-58
Dual GPS Failure
(Amber "DR" or "LOI" on HSllndication PFD) . . . .
.3-59
. .. 3-60
Audio Panel Failure. . . . . . . . . . . . . . . . . . . . . .
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 Indicators) .................. .
.3-60
Failed Altitude and/or Heading (Altitude Fail
.3-62
and/or Red "X" over Heading Display on PFD) ....
Loss of Navigation Data (Lateral Oeviation Bar
not Present and/or Glideslope Index Clears).
.3-64
Inaccurate Overspeed Warning.
.3-64
Inaccurate Flight Director Display . ........ .
.3-65
Both PFDs Displaying Same ADC (Amber BOTH ON
ADC 1/2 CAS MSG) ....................... .
... 3-65
Both PFDs Displaying Same AHRS (Amber BOTH ON
AHRS 1/2 CAS MSG) ..................... .
.. 3-66
Both PFDs Displaying Same GPS (Amber BOTH ON
........ .
GPS 1/2 CAS MSG)
.. 3-66
SECTlON 3
ABNORMALPROCEDURES
CESSNA
MODEL 208B G1000

Page
Cross-Side PitotlStatic Information

(Amber XSIDE ADC CAS MSG).
Cross-Side Attitude and Heading Information
(Amber XSIDE AHRS CAS MSG) .
Multi-Funetion Display Fan Failed
(White MFD FAN Fail CAS MSG) .
Primary Flight Display 1 Fan Failed
(White PFD1 FAN FAIL CAS MSG) ..
Primary Flight Display 2 Fan Failed
(White PFD 2 FAN FAIL CAS MSG) ....... .
... 3-66
. 3-66
. 3-67
3-67
. .. 3-67
Doors .... ' ....... .

Upper Half of Cargo Daor or Upper Half of Passenger Airstair
Door Open (Amber DOOR UNLATCHED CAS MSG).
Lower Half of Passenger Airstair Dcor Open.
Right or Left Crew Doors Open ..
...
Cargo Pod Door(s) Open.
.
Eleetrieal. .......... .
Starter Contactar Does Not Disengage After Start
(Amber STARTER ON CAS MSG) .......... .
Generatar Load Above Umit
(Amber GENERATOR AMPS CAS MSG) ...
Alternator Load Above Limit
(Amber ALT AMPS CAS MSG) .......... .
Standby Power Inoperative
(Amber STBY PWR INOP CAS MSG) ..
Standby Power On
(White STBY PWR ON CAS MSG) ....
3-67
3-67
3-68
3-68
3-68
3-68
... 3-68
3-68
3-68
3-69
. 3-69
Engine . . . . . . . . . . . .
................
3-70
Gear Box Contamination (Amber Chip Deteet CAS MSG) .... 3-70
Ignition On (White IGNITION ON CAS MSG) .
. ....... 3-70
Flight Controls .....
Asymmetric Flap Extension or Sud den
Flap Retraetion on One Side .... .
Flaps Fail to Extend or Retraet .... .
... 3-70
... 3-70
. ...... 3-71
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 3
ABNORMALPROCEDURES

Page
. ........... .
Fuel ........
. ......... 3-72
Auxiliary Fuel Boost Pump ON
(Amber FU EL BOOST ON CAS MSG) ..
. .. 3-72
Loss of Fuel Pressure
(Amber FUEL PRESS LOW CAS MSG) .
. .... 3-72
Fuel Level Low (Amber L, R, L-R FU EL LOW CAS MSG(s)) ... 3-72
Ice and Rain Protection . . ..
. ............ .
. .. 3-73
PitoUStatic Heat Failure (Amber L(R) OR L-R PIS
HEAT CAS MSG) ............ .
. ... 3-73
Propeller Anti-Ice System Failure
(Amber PROP DE-ICE CAS MSG) ............... . . .3-77
Stall Heat Failure (Amber STALL HEAT CAS MSG).
. .3-79
EXPANDED ABNORMAL
Elevator Trim .. .
.. .. .. .. .. .. .. .. .
.3-80
. . . . . . . . . . . . . . . . . . . . . . . . . ...... 3-80
Altitude Miscompare
Airspeed Miscompare . . .
.3-80
Dual GPS Failure. . . . . . . . . . . . . . . . . . . .
. .... 3-80
Transponder Failure. . . . .
3-80
Failed Attitude and/or Heading .
.3-81
. . . . . . . . . . . . . . . . .3-81
Both on ADC1/2..
Both on AHRS1/2 . .
................
. .3-81
XSIDE ADC .
. . . .. . . ..
. .3-81
XSIDE AHRS. . . . . . . . . . . .. . . . ..
. ... 3-82
Multi-Function Display Fan Failed . . . . . . . . .
. ... 3-82
Primary Flight Display 1 Fan Failed. . . .
. ........... 3-82
Primary Flight Display 2 Fan Failed. . . .
. .. 3-82
Inadvertent Opening 01 Airplane Doors in Flight . . . . . . . . . .
.3-82
SECTION 3
ABNORMALPROCEDURES
CESSNA
MODEL 208B G1000
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTlON 3
ABNORMALPROCEDURES
ABNORMAL LANDlNG
LANDING WITH FLAT MAIN TIRE
1.
2.
3.
4.
5.
Airplane.
. . . . . . . . .. FLY (as desired to lighten luelload)
FUEL SELECTORS . .
POSITION ONE SIDE OFF
(to lighten load on side of tlat tire maximum
luel un balance 01200 pounds)
Approach ...................... NORMAL (FLAPS FULL)
Touchdown.
. ..... INFLATED TIRE FIRST
Hold airplane off flat tire as long as
possible with aileron control.
Directional Control . . . . .
. . . . . . . . . . . .. MAINTAIN
(using brake on wheel with inllated tire as required)
LANDING WITH FLAT NOSE TIRE

1.
2.
3.
4.
Passengers and Baggage .......... MOVE AFT (il practical)

Remain within approved C.G. envelope.
Approach..
. ................. NORMAL (FLAPS FULL)
Touchdown
..........
. ....... NOSE HIGH
Hold nose wheel off as long as possibte during roll.
Brakes.
. . . . . . . . .. MINIMUM NECESSARY
CESSNA
MODEL 208B G 1000
SECTION 3
ABNORMALPROCEDURES
AVIONICS/AUTOPILOT
AILERON MISTRIM (<-AIL OR AIL->INOICATION PFD)
1.
2.
Control Wheel .. .. .. .
APfTRIM DISC Bu11on.
.. .. .. .. .. ..
GRIP FIRMLY
... . . . . . . . . .
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 af either Manual Electrie Pitch Trim Switch or 1 press af
the AP bulton on the Autopilot Mode Control panel to
disconnect the autopilot.
3.
4.
AILERON TRIM ....... .

Autopilot ...... .
................. RETRIM
. ENGAGE (as desired)
ELEVATOR MISTRIM (tELE OR J.ELE INDICATION PFD)

1.
2.
Control Wheel . . . . . . . . . . . . . . . .
GRIP FIRMLY
APfTRIM DISC Bu11on.
.... . . . . . . . . . . .
PRESS
(high elevator control forces possible)
NOTE
The yaw damper does not need to be disconnected ter this

procedure. Therefore it is permissible to use the LEFT half
af either Manual Electrle Pitch Trim Switch or one press af
the AP bulton on the Autopilot Mode Control panel to
disconnect the autopilot.
3.
4.
Elevator Trim Switch.

AS REQUIRED
Autopilot ......................... ENGAGE (as desired)
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 3
ABNORMALPROCEDURES
PITCH/ROLUHEAOING MISCOMPARE (Amber PIT/ROLU

HOG MISCOMP INOICATlON PFO)
This message is displayed when the G1000 detects a difference
belween the pilot's and copilot's attitude ar heading information
(displayed in the upper right 01 the PFD). Reler lo GARMIN G1000
Cockpit Reference Guide tor additional information.
PITCH OR ROLL MISCOMP INDICATION
1. Reler lo STANDBY ATTITUDE indicator to determine which
AHRS is providing the mast accurate data.
2. Use SENSOR REVERSION to select the most accurate AHRS
on the affected PFD.
HEADING MISCOMP
1. Reler to Magnetic Compass to determine which AHRS is
providing the mast 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.
SECTION 3
ABNORMALPROCEDURES
CESSNA
MODEL 208B G1000
DISPLAY UNIT FAILURE

This is indicated by a complete 1055 of mage on a display. If only
individual elements of the display are failed, refer to appropriate
procedures tor the individual failures.
IIF PILOT'S PFD

1. DISPLAY BACKUP Bulton .. .
. .... PRESS (il required)
Flight and EICAS inlormation will be displayed on the MFD. EIS
information will not be displayed on copilot's PFD.
NOTE
The PFD CDI SYNC and BARO SYNC seltings must be ON

to allow the copilot's PFD controls to affect settings on the
MFD. These seltings are accessible using the PFD MENU
bulton.
2.
3.
4.
5.
6.
Flight Director .....
. ............. TRANSFER
(Press XFR button to operating PFD)
FD/AUTOPILOT Modes .. . .
RESELECT and REENGAGE
(as required)
Transponder
. .. SWITCH (to operating transponder)
COM and NAV Radios. . . . . . .
SWITCH
(to operating Com and Nav radios)
PFD Controls. . . . . . . . . . .
. .. USE OPERATING PFD
(Ior required data entry (Com, Nav, Baro selting, etc.)
IFMFD
1. DISPLAY BACKUP Bulton . . . .
. . . . . . . . . .. PRESS
(EIS inlormation will be displayed only on pilo!'s PFD)
IF COPILOT'S PFD
No action is necessary. Normal operation on pilot's PFO and MFD will
not be affected by loss 01 copilot's PFD.
FAA APPROVED
SECTION 3
ABNORMALPROCEDURES
CESSNA
MODEL 208B G1000
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 reengaged.
Reference the GPS track on MFD/PFD map to improve

situational awareness. GPS will continue to display
correet GPS based map, pasition, and track.
Air conditioner will affeet the magnetic compass.
IF ONE SI DE ONLY
1. Standby Attitude Gyro ....
2. Affected PFD SENSOR softkey ..
3. Affected PFD AHRS1/2 softkey ..
4.
. .. MONITOR
. ..... PRESS
SELECT OPPOSITE
SIDEAHRS
PFD ADI Displays. . . . . . . . . . . . . . . .
CONFIRM
("BOTH ON AHRS1 or 2" is displayed on both PFDs)
NOTE
The autopilot will disconnect and may not be re-engaged.
SECTION 3
ABNORMALPROCEDURES
CESSNA
MODEL 208B G1000
LOSS OF NAVIGATION DATA (LATERAL DEVIATION BAR

NOT PRESENT ANDtOR GLIDESLOPE INDEX CLEARS)
This indicates a 1055 of data from the selected NAV sourC9. Reter to
GARMIN G1000 Cockpil Reference Guide for addilional informalion.
1. Opposile NAV Source . . . . .
........
. . .. SELECT
2. PFD HSI Displays . .
CONFIRM OPPOSITE
("LOC1/LOCT or "VOR1NOR2" is displayed on bolh PFDs)
INACCURATE OVERSPEED WARNING

Indicated by overspeed warning tone sounding when airspeed is below
Ihe limil speed.
. . . . . .. CROSS CHECK
1. AIRSPEED .....
(wilh opposile PFD)
2. AIRSPEED ............ .
REDUCE (as required)
IF 80TH AIRSPEEDS INDICATE BELOW VMO AND TONE STILL
SOUNDS
3. AIRSPEED Circuil Breaker . . . . . . . . . . . . . . .
. ..... PULL
(fifth row, eighlh breaker from aft)
4. Land as soon as practical.
IF AIRSPEEDS DO NOT AGREE
3. Refer lo lAS MISCOMP procedure.
FAAAPPROVE
CESSNA
MODEL 208B G1000
SECTION 3
ABNORMALPROCEDURES
INACCURATE FLlGHT DIRECTOR DISPLAY

Indicated by one or both f1ight directors commanding attftude contrary
to intended ftight path.
1. APfTRIM DISC Button .' .
. .................. PRESS
2. Attitude .................... CROSS CHECK 80TH PFDs
(with the Standby Attitude Indicator)
3. 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. II this proves satislactory, HDG and ALT
may then be selected. Make sure navigation systems are
set up correctly prior to attempting to engage NAV mode.
4.
Autopilot.........
ENGAGE AS DESIRED
(il Ilight director commands are appropriate)
BOTH PFDs DISPLAYING SAME ADC (Amber BOTH ON

ADC1/2 CAS MSG)
1.
2.
3.
PFD SENSOR softkey . .

. ......... PRESS 00 PFD
(displaying data Irom opposite side ADC)
PFD ADC1/2 softkey. . . . . ..
. .... SELECT ON-SIDE ADC
(ADC1 lor Pilot PFD, ADC2 lor copilot PFD)
PFD Displays . . . . . . .
. . . . . . . .. CONFIRM
("BOTH ON ADC1 or 2" message clears on both PFDs and no
Red "X" on PFD 1/2 Airspeed indicator)
SECTION 3
A8NORMALPROCEDURES
CESSNA
MODEL 2088 G1000
80TH PFDs DISPLAYING SAME AHRS (Amber 80TH ON

AHRS1/2 CAS MSG)
1.
2.
3.
PFD SENSOR softkey. . . . . . .. . .......... PRESS on PFD

(displaying data from opposite side AHRS)
PFD AHRS1/2 softkey. . . . . . . ..
. SELECT ON-5IDE AHRS
(AHRS1 for Pilot PFD, AHRS2 for copilot PFD)
PFD Displays. . . .. ......................... CONFIRM
("BOTH ON AHRS1 or 2" message clears on both PFDs and no
Red "X" on PFD 1/2 Attitude)
80TH PFDs DISPLAYING SAME GPS (Amber 80TH ON

GPS1/2 CAS MSG)
1.
GPS Status. . . . . . . . . . . . . . . . . .
. . . . . .. CHECK
a. Select MFD. . .
AUX-GPS STATUS PAGE
b. Select GPS1 Ihen GPS2 softkeys and verify sullicienl
satellite reception.
CROSS-SIDE PITOT/STATlC INFORMATION (Amber XSIDE

ADC CAS MSG)
1.
2.
3.
4.
5.
Eilher PFD SENSOR softkey .

. . . . . . . . . . .. PRESS
PFD ADC1/2 softkey. . .
.. SELECT ON-5IDE ADC
(ADC1 for Pilol PFD, ADC2 for copilol PFD)
PFD Displays. . . . .. ........
.. . . . . . . . . . . .. CONFIRM
("80TH ON ADC1 or 2" message displays on bolh PFDs)
Repeat procedure on opposite PFO.
PFD Displays. . .
CONFIRM
("80TH ON ADC1 or 2" message clears on bolh PFDs)
CROSS-SIDE ATTITUDE AND HEADlNG INFORMATION

(Amber XSIDE AHRS CAS MSG)
1.
2.
3.
4.
5.
Eilher PFD SENSOR softkey . . .. ........

PRESS
PFD AHRS1/2 softkey ............ SELECT ON-5IDE AHRS
(AHRS1 lor Pilol PFD, AHRS2 lar copilol PFD)
PFD Displays. . . . .
. . . . . . . . . . . . . . . .. CONFIRM
("80TH ON AHRS1 or 2" message displays on bolh PFDs)
Repeal procedure on opposile PFD.
PFD Displays. .
........
CONFIRM
("80TH ON AHRS1 or 2" message elears on bolh PFDs)
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 3
ABNORMALPROCEDURES
STANDBY POWER INOPERATlVE (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 PWR INOP 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 f1ight 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
ncrease engine speed and bring the generator online.
The Standby Alternator Power may have automatically

turned on due to a failure of another system. Address
any Red or Amber CAS MSGs that are presen!.
SECTION 3
ABNORMALPROCEDURES
CESSNA
MODEL 208B Gl000
ENGINE
GEAR BOX CONTAMINATION (Amber CHIP DETECT CAS
MSG)
1.
Engine Indications. . . . .. . ........ CAREFULLY MONITOR

(tar abnormal oil pressure,
oil temperature or power indications)
CAUTION
II engine indications are normal, proceed to
destination and determine cause 01 Amber CHIP
DETECT CAS MSG prior to next flight.
II engine indications confirm Amber CHIP DETECT
CAS MSG, proceed in accordance wilh Engine
Failures checklists or at the discretion 01 Ihe pilot and
consistent with salety, continue engine operation in
preparation lor an emergency landing as soon as
possible.
IGNITION ON (White IGNITION ON CAS MSG)

1.
IGNITION Switch ...
CHECK
IF CONDITIONS WARRANT:
2. IGNITION Switch .......... .
NORM
FLlGHT CONTROLS
ASYMMETRIC FLAP EXTENSION OR SUDO EN FLAP
RETRACTION ON ONE SIDE
1. Apply aileron and rudder to stop the roll.
2. WING FLAPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. UP
3. Airspeed................ SLOW lo 100 KIAS (or less)
4.
If both f1aps retraet to a symmetncal settmg.
a.
b.
Plan a flaps up landing.

Reler to Section 5 (notes aboye landing performance tables)
tar ncrease in approach speed and landing distance.
5.
II both flaps cannot be retracted to a symmetrical setting:

a.
b.
Land as 500n as practical.

Maintain a mnimum airspeed of 90 KIAS on the approach
and avoid a nose high fiare on landing.
FAAAPPROVE
CESSNA
MODEL 208B G1000
SECTION 3
ABNORMALPROCEDURES
FLAPS FAIL TO EXTEND OR RETRACT

1.
I
2.
FLAP MOTOR and STBY FLAP MOTOR

Cireuit Breakers . . . . . .
. . . . . . . .. CHECK IN
(fifth row and sixth row, seventh breakers from aft)
If flaps stil! fail to extend or retraet:
a. Guarded and Safetied STBY FLAP MOTOR Switch
(Overhead) . . . . . . . . . . .. MOVE GUARO, BREAKING
SAFETY WIRE, ANO POSITION SWITCH TO STBY
b. Guarded and Safetied STBY FLAP MOTOR UP/ DOWN
Switch (Overhead) ................... MOVE GUARO,
BREAKING SAFETY WIRE, ANO
POSITION SWITCH UP OR OOWN
Hold switch until flaps reach desired position, except release
switch befare flaps reaeh fuI! up or fuI! down trave!.

CAUTION
With the standby flap system in use, limit switch es
which normally shut off the primary flap motor when
reaching the flap travellimits are electrically inactivated.
Therefore, the pilot must release the standby flap motor
up/down switch befare the flaps reach their Iravel limil
lo prevent overloading and damage lo Ihe flap syslem.
3.
Guarded STBY FLAP MOTOR Switch. . . . .. LEAVE IN STBY

(until maintenance action can be accomplished)
SECTION 3
ABNORMALPROCEDURES
CESSNA
MODEL 208B G1000
FUEL
AUXILlARY FUEL BOOST PUMP ON (Amber FU EL BOOST
ON CAS MSG)
1.
FUEL BOOST Switch
CHECKON
IF CONDITIONS DO NOT WARRANT ITS USE:

2. FUEL BOOST Switch ...
. ...... NORM
LOSS OF FUEL PRESSURE (Amber FUEL PRESS LOW

CAS MSG)
1.
2.
3.
5.
FUEL TANK SELECTORS . . . . . . . . . . . . . . . .. BOTH ON

FUEL BOOST Switch. . . . . . . . . . . . . . . . . . . . . . . . .. ON
IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
L
extinguishes:
a. Carefully monitor fue! quantity and cabin odor tor evidence
01 a luel leak.
b. Land as soon as practica1 and determine cause tor motive
flow failure befare next flight.
II FUEL PRESS LOW CAS MSG and FUEL BOOST ON CAS
MSG are illuminated:
a. Carefully monitor engine indications tor sign of fuel
starvation.
b. Land as 500n as possible.
FUEL LEVEL LOW (Amber L, R, L-R FU EL LOW CAS

MSG(S))
1
2
FUEL TANK SELECTORS

Fuel Balance
..
...........
BOTH ON
........
MONITOR
Maxlmum 200 pounds Imbalance
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 3
ABNORMALPROCEDURES
IPITOT/STATIC HEAT FAILURE (Amber L, R OR L-R PIS

HEATER CAS MSG) (Continued)
IF PILOT PFO ANO STANOBY ALTIMETER AGREE (COPILOT PFO
OIFFERS)
6.
7.
Autopilot ................ OISENGAGE (altitude hold mode)

ALT STATIC AIR. .. . ................... PULL FULL ON
NOTE
The alternate static source is connected to the left PFO and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.
IF PILOT PFO ANO STANOBY ALTIMETER AGREE (COPILOT PFO

STILL OIFFERS)
8. Compare indicated altitude to GPS altitude on MFD AUX-GPS
STATUS page to aid in determining which primary system is
most accurate.
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 sorne conditions. However,
below 10,000 feet with the correet local altimeter setting
set, GPS altitude will usually be within 600 feet or belter
of the correet indicated altitude. Use the following
guidelines to help estimate correet altitude ter
nonstandard conditions:
Temperatures WARMER than standard can cause GPS

altitude to read HIGHER than indieated altitude.
Pressures LOWER than standard can cause GPS

altitude to read HIGHER than indieated altitude.
IF ABLE TO IOENTIFY ACCURATE ALTITUOE SOURCE

9.
Use SENSOR REVERSION to seleet most accurate ADC on

both PFDs.
10. Land as soon as practica!.
SECTION 3
ABNORMAL PROCEDURES
CESSNA
MODEL 208B G1000
PITOT/STATIC HEAT FAILURE (Amber L, R OR L-R PIS

HEATER CAS MSG) (Continued)
IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE
11. Land as soan as practical. Consider diversion to visual
conditions.
12. Maintain altitudes based on LOWEST indieated altitude.

13. ATC.....
.. ..............
. ...... ADVISE
(01 inability to verify eorreet altitude)
14. II unable to deseend into visual eonditions, plan ILS approaeh
with eourse intereept well outside the Final Approaeh Fix (FAF).
15. Once glideslope is captured, determine mast accurate altitude
source when crossing FAF.
16. Relerenee ILS Decision Height to most aeeurate altimeter based

on FAF crossing.
WARNING
TAWS alerls are based on GPS altitude and position
information and are independent of ADC data. If a
TAWS aler! is received, it should be considered
valid and appropriate terrain avoidance action
should be taken,
PP
SECTION 3
ABNORMALPROCEDURES
CESSNA
MODEL 208B G1000
PROPEllER ANTI-ICE SYSTEM FAllURE (Amber PROP

DE-ICE CAS MSG)
IF UNEVEN ANTI-ICING OF THE PROPELLER BLADES IS
INDICATIED BY EXCESSIVE VIBRATION
1. PROP RPM Lever. ............................. CYCLE
(MAX to MIN then return to MAX.)
2. PROP ANTI-ICE and PROP ANTI-ICE CONT
Circuit Breakers ........................ PUSHED IN
3. PROP AMPS. .............................. CHECK
(PROP AMPS should indicate 20 to 24 amps lor 90 seconds
and then O amps lor 90 seconds.)
IF PROP AMPS CONTINUOUSLY INDICATES ZERO AMPS:
4. PROP HEAT Switch. . . . . . . . . . . . .
. ..... VERIFY AUTO
IF ZERO AMPS INDICATION PERSISTS:
5. PROP HEAT Switch .......................... MANUAL
(Hold lor 90 seconds. Repeat procedure at 90-second intervals.)
6. Exit icing conditions as soon as practical.
IF ZERO AMPS INDICATION STILL PERSISTS:
7. Exit icing conditions as 500n as possible.
WARNING
When operating propeller anti-ice system in the

MANUAL mode, which requires that the switch be
he Id in the lower position, it is important to cycle
the switch in intervals of 90 seconds MANUAL (ON)
and 90 seconds OFF. If the switch is he Id in the
MANUAL position without being cycled OFF every
90 seconds, runback ice may build up on the
propeller blades causing a loss in propeller
efficiency, which reduces airplane performance.
CESSNA
MODEL 208B G1000
SECTION 3
ABNORMALPROCEDURES
PROPELLER ANTI-ICE SYSTEM FAILURE (Amber PROP

DE-ICE CAS MSG) (Continued)
IF PROP AMPS DISPLAY IS BLACK WITH YELLOW
BACKGROUND INDICATING THAT THE PROPELLER BLADES
MAY NOT BE DE-ICED UNIFORMLY
1. PROP HEAT Switch. . .
. OFF
2. PROP RPM Lever. . . . . . . .
CYCLE
(MAX to MIN then retum to MAX at frequent
3.
intervals to aid in ice shedding)

Exit icing conditions as soon as possible.
NOTE
A sllght propel1er vibration occurring at the start of the
propeller anti-ice ON cycle and lastng 20-30 seconds is
due to propeller blade ice shedding characteristics and is
considered normal.
To check the heating elements and anti-ice timer tor cne
complete cycle, the system must be left on for

approximately 3 minutes.
CAUTION
II after exiting icing conditions, engine vibration
develops or persists that is not traceable to icing or
another cause, reduce propeller RPM to smoothest
condition, plan a landing at the nearest airport, and
check the security 01 the anti-ice boots and leads as a
possible cause.
FAA APPROVED
CESSNA
MODEL 208B Gl000
SECTION 3
ABNORMALPROCEDURES
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 staU warning horn
during slow speed operalon. The autopilot wiU not
automalcaUy disconnect during a staU with out the stal!
warning vane working properly.
2.
Airspeed.
. ...... MONITOR
NOTE
Do nol rely on the stall warning system. Mainlain airspeed

in accordance with the mnimum speed ter icing conditions
in Section 2, Umitations of this supplement.
MISCELLANEOUS
EMERGENCY DESCENT PROCEDURES
ROUGHAIR
1. Seats, Seat 8elts, Shoulder Harnesses ..
SECURE
. ...... IOLE
2. POWER Lever .
3. PROP RPM Lever..... .
MAX (full forward)
4. WING FLAPS ...
.........
UP
5. Weights and Airspeed:
148 KIAS
8750 Pounds ... .
7500 Pounds ..... .
137 KIAS
6250 Pounds ........................... . 125 KIAS
5000 Pounds ... . ...... .
112 KIAS
SMOOTHAIR
1. Seats, Seat Belts, Shoulder Harnesses .
. ...... SECURE
2. POWER Lever ....
. ....... IOLE
3. PROP RPM Lever.
MAX (full forward)
4. WING FLAPS ...
................
. ........ 10
. ....... 175 KIAS
5. Airspeed ....... ..
SECTION 3
A6NORMALPROCEDURES
CESSNA
MODEL 2086 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
iIIumination of this message may occur accompanied
by minor
f1uctuations in the f1ight path. If the autopilot is disconnected while this

message is displayed, high elevator control torces are possible. In the
event of a sustained illumination, the following procedure should be

lollowed:
ALTITUDE MISCOMPARE
This message is displayed when the G1000 detects a difference 01200
feet or greater between the pilot's and copilot's altitude nfarmatian
(displayed in the upper right 01 the PFD). Reler to GARMIN G1000
Cockpit Reference Guide for additional nformatian.
AIRSPEED MISCOMPARE
This message is displayed when the G1000 detects a difference 017
KIAS or greater between the pilot's and copilot's airspeed information
(10 KIAS difference during takeoff or landing roll). Reler to GARMIN

G1000 Cockpit Reference Guide fer additional information.
DUAL GPS FAILURE

When both GPS receivers are inoperative, the G1000 system will enter
one 01 two modes: Dead Reckoning mode (DR) or Loss 01 Integrity

mode (LOI). The mode is indicated on the HSI by an amber "DR' or
"LOI". Which mode is active depends on the distance from the
destination airport in the active f1ight plan.
TRANSPONDER FAILURE
Transponder fallure may be indicated by a red "X" across the
transponder display or failure of the transponder to accept codes or
mode changes Irom the PFD.
FAA APPROVED
CESSNA
MODEL 2086 G1000
SECTION 3
A6NORMALPROCEDURES
FAILED ATTITUDE AND/OR HEADING

This message indicates a 1055 of pitch, roll, andlor heading nfarmatian
from AHRS. Refer to GARMIN G1000 Cockpit Reference Guide for
additional nfarmatian. Interference from GPS repeaters operating
nside nearby hangars can cause an intermittent 1055 of attitude and
heading displays while the aircraft is on the ground. This is usuaHy

accompanied by a 60TH ON GPS1/2 message. Moving the aircraft
more than 100 yards away from the source of the interference should
alteviate the condition.
80TH ON ADC1/2
This message is displayed on both PFDs and indicates that both pilors
and copilot's PFOs are displaying data from the same Air Data
Computer. Normally the pilot's side displays ADC1 and the copilors
side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference
Guide for additional nfarmatlan.
80TH ON AHRS 1/2

This message is displayed on both PFDs and indicates that both pilors
and copilot's PFOs are displaying data from the same Attitude Heading
Reference System. Normally the pilors side displays AHRS 1 and the
copilot's side displays AHRS 2. Refer to GARMIN G1000 Cockpit
Reference Guide for additional nfarmatian.
XSIDEADC
This message is displayed on both PFDs and indicates that both PFDs
are displaying data from the opposite side Air Data Computer. Normally
the pilors side displays ADC1 and the copilot's side displays ADC 2.
Refer to GARMIN G1000 Cockpit Reference Guide for additional
nfarmatian.
SECTION 3
ABNORMALPROCEDURES
CESSNA
MODEL 208B G 1000
XSIDEAHRS
This message is displayed on both PFDs and indieates that both PFDs
are displaying data from the opposite side Attitude Heading Reference
System. Normally the pilo!'s side displays ADC1 and the copilo!'s side
displays ADC 2. Reler to GARMIN G1000 Cockpit Relerenee Guide lor
additional nfarmatlan.
MULTI-FUNCTION DISPLAY FAN FAILED

An overheat condition may arise in the associated display. In this case,
sereen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.
PRIMARY FLlGHT DISPLAY 1 FAN FAILED

sereen brightness will be reduced automaticaHy by 50% to lower
PRIMARY FLlGHT DISPLAY 2 FAN FAILED

sereen brightness will be reduced automatically by 50% to lower
INADVERTENT OPENING
FLlGHT
OF AIRPLANE
DOORS IN
II any 01 the airplane doors should inadvertently open in fiight, the

airplane should be slowed to 125 KIAS or less to reduce buffeting 01 the
doors. II the upper cargo door is open, slow to 100 KIAS or less and
lower f1aps to full down so that wing downwash will move the door
towards its normally dosed position. Closing the upper cargo door (or
upper hall 01 the passenger door on the Standard 208B) can be
accomplished after airspeed has been reduced by pu1ling the door
forcefully dosed and latching the door. If the door cannot be dosed in
f1ight, a landing should be made as soon as practical in accordance
with the checklist procedures. On Cargo Versions, an open cargo door
cannot be dosed in flight since the inside of the upper doar 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 saan as practica!. During
the landing, avold a nose-high fiare to prevent dragging an open rear
cargo pod door on the runway.
FAA APPROVFn
CESSNA
MODEL 208B G1000
SECTION4
NORMALPROCEDURES
NORMALPROCEDURES
TABLE OF CONTENTS
Page
Introduction . . . .
. ..................... . . ...... .4-3
IAirspeeds tor Normal Operation ............. .
.. .4-3
CHECKLIST PROCEDURES
Preflight Inspection Warnings .. ............. .
. .4-5
Prefiight Inspection
.. .4-6
Preflight Inspection .
. .......... .
....... .4-6
Cabin............
. ....... .
..... .4-6
....... .4-8
Left Side.
. ..................... .
.. .4-8
Left Wing, Leading Edge.
Left Wing, Trailing Edge . . .
. .............. .
. .4-10
Measured Fuel Depth vs. Fuel Quantity ... .
.. 4-11
Empennage..............
. ....... .
. .4-12
Right Wing, Trailing Edge .....
. .4-13
Right Wing, Leading Edge
.... .4-13
Nase ............. .
.4-15
Before Starting Engine ....... .
.4-17
Starting Engine (Battery Start) .... .
.4-18
Starting Engine (External Power Start) ...
.... .4-20
Taxiing.
.. .4-22
Before Takeoff ....... .
.. .4-22
Takeoff. . . . . . . .
. ....... .
. .4-25
. ... .4-25
Normal Takeoff .
. ......... .
I Short Field Takeoff ....................... .
. .4-25
Type 11, Type 111 or Type IV Anti-ice Fluid Takeoff ..
. .4-26
Enroute Climb .
. .4-26
Cruise Climb . . . . . . . . . .. . ...... .
... 4-26
Maximum Performance Climb.
. . ...... .
.4-27
Cruise
... ...... .
. .......... .4-28
...... .4-28
Oescent ..... .
.4-29
Before Landing ........... .
Landing ............. .
. ........ .4-30
.4-30
Normal Landing . .... .
Short Field Landing .... .
. .4-30
Balked Landing ..
. .4-30
CESSNA
MODEL 208B G 1000
SECTION 4
NORMALPROCEDURES

Page
After Landing . . . . . .
. .......... .
Shutdown and Securing Airplane .
. 4-31
.... 4-32
AMPLlFIED PROCEDURES
...
Preflight Inspection ..................... .
Before Starting Engine . .
. ............ .
.
. ..
Starting Engine . . . . . . . . .. . ...... .
Engine Clearing Procedures (Dry Motoring Run) ..
. .....
. .......
Engine Ignition Procedures .. .
Engine INERTIAL SEPARATOR Procedures ... .
.
Taxiing ...
. .................... .
. ...
Taxiing Diagram . .. . . . . . . .
. ....... .
Before Takeoff . . . .
. .......... .
.
Takeoff ................ .
.
Power Setting ..... .
. ..
Wing Flap Settings .. .
Short Field Takeoff.
.
Type 11, Type 111 or Type IV Anti-Ice Fluid Takeoff .
Crosswind Takeoff ......... ............. .
....
. ...
Enroute Climb. ..
. ........ .
Cruise. ..........
. ............... .
. ......
Sample Cruise Performance Table
Stalls. . . . . . . . .. . ......... .
Landing ............... .
Normal Landing .... .
Short Field Landing ..
Crosswind Landing .... .
Balked Landing .. .
After Shutdown ......... .
Cold Weather Operation .. .
High Altitude Operation .. .
Engine Compressor Stalls
Naise Characteristics ...
.......
....
........
....................
....
. ......................
4-33
4-34
4-36
4-39
4-40
4-40
4-41
4-42
4-43
4-44
4-44
4-44
4-44
4-45
4-45
4-45
4-47
4-48
4-50
4-51
4-51
4-51
4-52
4-52
4-53
4-53
4-53
4-54
4-54
FAA APPROVED
CESSNA
MODEl2088 G1000
SECTlON 4
NORMAlPROCEDURES
PREFLlGHT INSPECTION WARNINGS

WARNING
Visually check airplane for general condition during
walkaround 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 far visual checks, refueling
operations, checks of the stal! warning and pitot
heat, and to reach outboard fuel tank sump drains.
It is the pilot's responsibility to ensure thal the

airplane's fuel supply is clean before flight. Any
traces of solid contaminants such as rust, sand,
pebbles, dirt, microbes, and bacterial growth or
liquid contamination resulting trom water, improper
fuel type, or additives thal are not compalible wilh

the fuel or fuel syslem componenls musl be
considered hazardous. Carefully sample fuel from
all fuel drain locations during each preflight
inspection and after every refueling.
It 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 nlets. 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 lakeoff and climb may not be possible.
Prior to any flight in known or forecast icing
conditions, check Ihat PITOT/STATIC lube(s) and
STALL warning heaters are warm to touch after
turning PITOT/STATIC and STALL HEAT swilches
ON for 30 seconds, then OFF. Make sure Ihe pitol
covers are removed prior lo lurning PITOT/STATIC
HEATON.
If a night flighl is planned, check operation of all
lighls, and make sure a flashlighl is available and
properly stowed.
SECTION4
NORMALPROCEDURES
CESSNA
MODEL 208B G1000
CHECKLlST PROCEDURES
PREFLlGHT INSPECTlON
Figure 4-1
<DCABIN
1. PITOT/STATIC Tube Covers. . . . .
. .. '. REMOVED
2. Pilot's Operating Handbook. . . . .
ACCESSIBLE TO PILOT
3. Garmin G1000 CRG . . .
ACCESSIBLE TO PILOT
4. Control Locks . . . . .
REMOVE (disengage RUDDER LOCK)
5. PARKING BRAKE. . . . . . . . . . . . . .
. .. SET
FAA APPROVED
CESSNA
MODEL 2088 G1000
SECTION4
NORMALPROCEDURES
LEFT WING Leading Edge (Continued)

WARNING
Prior lo any flighl in known or forecasl icing

condilions, check Ihal PITOT/STATIC lube(s) and
STALL warning healers are warm lo louch after
lurning PITOTlSTATIC and STALL HEAT swilches
ON for 30 seconds, Ihen OFF. Make 5ure Ihe pilol
covers are removed prior lo lurning PITOTI
STATIC HEAT ON.
1.
2.
3.
4.
5.
6.
7.
8.
Wing Tie-Down .......................... DISCONNECT

Stall Warning Vane . . .. ..........
CHECK
(verify freedom of movement, audible warning and warmth)
Ensure the elevator control is off the forward stop in order to
check audible warning.
PITOT/STATIC Tube ..
. ..................... CHECK
(verify seeurity, openings for stoppage and warmth)
LDG and TAXI/RECOG Lights . . .
. . . . . . . .. CHECK
(verify condition and cleanliness)
Fuel Quantity . . . . . . .. ............. VISUALLY CHECK
See Measured Fuel Depth vs. Fuel Quantity eharl in Seetion 4.
Fuel Filler Cap . . . . . .
...........
SECURE
Outboard Fuel Tank Sump
Quiek-Drain Valve ........... DRAIN (using fuel sampler)
Orain to check tor water, sediment and proper fuel befare each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until aU contamination has been removed.
NAV and STR08E Lights. . . . . . .
. . . . . . . . . .. CHECK
(verify condition and cteanliness)
SECTION 4
NORMAlPROCEDURES
CESSNA
MODEl208B G1000
LEFT WING Trailing Edge

1.
2.
3.
4.
5.
6.
Fuel Tank Vent ....
. ..... CHECK
(verify no obstructions)
Aileron and Servo Tab.
. .......... CHECK
(verify condition and security)
Static Wicks (4 total) ..
. ....... CHECK
(verify condition)
Spoiler......
....... . .. ........
CHECK
Flap leading Edge Vortex Generators . . . . . . . . . . . .. CHECK
Flap.
CHECK
FAA APPROVED
CESSNA
MODEL 2088 G1000
SECTION4
NORMALPROCEDURES
@ RIGHT WING Trailing Edge

1. Flap ...
CHECK
2. Spoiler.
. .............. CHECK
3. Flap Leading Edge Vortex Generators . . . . . . . . . . . .. CHECK
4. Aileron and Trim Tab. .. ...................
CHECK
5. Static Wicks (4 total) .
.............
CHECK
(verify condition)
6. Fuel Tank Vent ......... .
. ............... CHECK
(verify no obstructions)
~ RIGHT WING Leading Edge
WARNING
It is essential in cold weather to remove even the

smallest accumulations of trost, 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 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 PITOTl
STATIC HEAT ON.
SECTION 4
NORMALPROCEDURES
CESSNA
MODEL 208B G1000
RIGHT WING Leading Edge (Continued)

1. NAV and STROBE Lights . . . . .
. . . .. CHECK
(verity condition and cleanliness)
2. Fuel Quantity. . . . . . .
. ...... VISUALLY CHECK
See Measured Fuel Depth vs. Fuel Quantity ehart in Seetion 4.
3. Fuel Filler Cap. . . . . . . . . . . . . . . .
. .. SECURE
4. Outboard Fuel Tank Sump Quiek-Drain Valve
(if airplane parked with one
wing low on a sloping ramp) ... DRAIN (using luel sampler)
Orain to check tar water, sediment and proper fuel befare each
f1ight and after e8ch refueling. If water is observed, take
5.
6.
7.
8.
9.
fuel drain points until all contamination has been removed.

LND and TAXI! RECOG Lights . . . . . . . . . . . .. . .... CHECK
(verify condition and cleanliness)
PITOT!STATIC Tube. .................
CHECK
(verify security, openings tar stoppage and warmth)
Radome (il installed) . . . .
. ................. CHECK
(verify eondition and seeurity)
Wing Tie-Down . . . . . . . .
. .............. DISCONNECT
Inboard Fuel Tank Sump and External Sump
Quiek-Drain Valves .......... DRAIN (using luel sampler)
Orain to check tar water, sediment, and proper fuel befare each
flight and after each refueling. If water is observed, take
fuel drain points until al! contamination has been removed.

10. Main Landing Gear . . . . . . . . . . . .
. . . . . . . . . .. CHECK
(check proper tire inflation and condition of gear)
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 4
NORMALPROCEDURES
BEFORE TAKEOFF (Continued)

CHECK
14. Overspeed Governor .
..............
(first flight 01 the day and after maintenance)
a. PROP RPM Lever .
MAX (Iull 100ward)
b. OVERSPEED GOVERNOR
TEST Button . . . . . . . . . . . .
PRESS and HOlD
c. POWER Lever . . . . . . . . . . . .
. ...... ADVANCE
(propeller RPM stabilize at 1750 60 RPM)
. ......... IDlE
d. POWER Lever .
e. OVERSPEED GOVERNOR TEST Button . . . .. RELEASE
15. Ouadrant Friction Lock .
. ....... ADJUST
16. Standby Power . . . . . .
. . . . . . . . . . . . . . . . . . . .. CHECK
(first flight 01 the day and belore all
flights into known icing conditions)
a. ENGINE Soflkey. .
. ....... SELECT SYSTEM
b. STBY ALT PWR Switch.
.........
. ...... ON
c. GEN AMPS ................................ LOAD
(to approximately 30 amps)
Generator load can be increased by using the TAXIIRECOG
Ughts. Do no exceed 60 amps.
d.
e.
l.
g.
ALT AMPS . . . .
VERIFY (alternator output near zero)
GENERATOR Switch. . . . . . . . . .
. ..... TRIP
ALT AMPS......... .........
. VERIFY lOAD
BUS VOLTS. . . . .
CHECK
(lar alternator output and voltage approximately
one volt less than with generator ON)
NOTE
A lully charged battery will carry part 01 the electrical load

when initiaUy switching from generator to standby alternator
power beca use 01 the generator's higher voltage regulation.
h.
i.
j.
k.
1.
STBY PWR ON GAS MSG . . . . . . . . . . . . . .. CHECK ON

(verify GENERATOR OFF GAS MSG ON)
GENERATOR Switch.
. .. RESET
(verify GENERATOR OFF GAS MSG OFF)
STBY PWR ON GAS MSG . . . . . . . . .
CHECK OFF
STBY ALT PWR Switch. . . . . .
OFF
(verify STBY PWR INOP GAS MSG ON)
STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . .
ON
SECTION4
NORMALPROCEDURES
CESSNA
MODEL 208B G1000
BEFO RE TAKEOFF (Continued)
17. Manual Eleetrie Piteh Trim (MEPT). . .

CHECK and SET
(first flight of the day and afier maintenance)
a. Push both sides 01 trim switch NOSE DOWN (verify eorreet
tnm wheel and pointer movement). Press AP DISCITRIM
INTER Switch (verify trim wheel stops moving).
b.
Push both sides of trim switch NOS E UP (verify correet trim
wheel and pointer movement). Press AP DISCITRIM INTER

Switch (verify trim wheel stops moving).
c.
Verify pilot's trim switch command averrides copilot's trim
switch command.
d.
Set trim as required within TAKEOFF bando
18. Known leing System (il installed) ... PREFLlGHT COMPLETE

(see Systems Cheeks prior to any Ilight in icing eonditions)
19. Ice Proteetion (il installed). . . . . .
AS REQUIREO
a. PITOT/STATIC HEAT . . . . . . . . . . . . . . . .
. .... ON
(when OAT is below 5C (41F) and in visible moisture)
b. STALL HEAT. . . . . . . . . . .
. ........... ON
e. PROP HEAT . . . . . . .
. ............. ON
20. INERTIAL SEPARATOR .
. . SET
21. Avionies and Radar. . .
SET FOR OEPARTURE
22. Nav Souree .
SET FOR OEPARTURE
23. XPDR. ...........
.............
SET
24. STROBE Lights. . .
. ....... ON
25. CAS MSG(s) .
. ........ CHECK
26. WING FLAPS Handle . .
SET FOR TAKEOFF
27. CABIN HEAT MIXING AIR Control. .
. . FLT-PUSH
28. Window . . . . . . . . . .
. . .. CLOSE
29. Brakes. .
........
.. RELEASE
30. FU EL CONDITION Lever .
HIGH lOLE
APPR VE
SECTlON 4
NORMALPROCEDURES
CESSNA
MODEL 208B G1000
BEFORE TAKEOFF (Continued)
WARNING
When ground icing condilions are presenl, a pretakeoff visual and tactile check should be
conducled by Ihe pilol in command wilhin five
minules of takeoff, preferably jusI prior lo laxiing
onlo Ihe aclive runway.
Takeoff is prohibiled wilh any frosl, ice, snow, or
slush adhering lo Ihe wings, tail, control
surfaces, propeller blades, or engine air inlels.
Even small amounts of frast, ice, snow, or slush

on Ihe wing can adversely change lift and drago
Failure lo remove these contaminanls will
degrade airplane performance lo a poi nI where a
safe takeoff and climb may nol be possible.
Make sure Ihal Ihe anli-ice fluid (if applied) is still
prolecling Ihe airplane.
TAKEOFF
NORMAL TAKEOFF
1. WING FLAPS Handle. . ..... O' TO 20' (10' recommended)
2. POWER Lever . . .
SET FOR TAKEOFF
(observe Takeoff ITI and Ng limits)
Reter to Maximum Engine Torque tor Takeoff chart in Section 5.
3. CAS MSG(s).
.. . . . .. .
.. ........ CHECK
4. Rotate....
. . . . . . . . . . . .. ..... 70-75 KIAS
5. Airspeed......
. . . . . . . . . . . . . . . . . . . .. 85-95 KIAS
6. WING FLAPS Handle
RETRACT lo 10' (after reaching 85 KIAS)
RETRACT lo UP (after reaching 95 KIAS)
SHORT FIELD TAKEOFF
. ........ 20
1. WING FLAPS Handle .
2. Brakes .......... .
.............
. .. APPLY
3. POWER Lever .. . . . . . . . . . .
SET FOR TAKEOFF
(observe Takeoff ITI and Ng limits)
SECTION 4
NORMALPROCEDURES
CESSNA
MODEL 208B G1000
SHORT FIELD TAKEOFF (Continued)

4.
5.
6.
7.
8.
CAS MSG(s) .
. ....... .
CHECK
Brakes .....
RELEASE
..70 KIAS
Rotate ..
Airspeed ...
. . 83 KIAS (until all obstacles are eleared)
Reter to Section 5 tor speeds at reduced weights.
WING FLAPS Handle
RETRACT lo 10 (after reaehing 85 KIAS)
RETRACT lo UP (after reaching 95 KIAS)
TYPE 11, TYPE 111 OR TYPE IV ANTI-ICE FLUID TAKEOFF

1.
2.
3.
4.
5.
WING FLAPS Handle . . . . . . . . . .

. .... UP
Power Lever . . . . . . . . . . .
. ..... SET FOR TAKEOFF
(observe Takeoff ITI and N g limits)
CAS MSG(s) . . . . .
........
CHECK
Rotate.......
. .... 83 KIAS
Airspeed....
. . . . . . . .. . ................. 104 KIAS
ENROUTE CLlMB
CRUISE CLlMB
1.
2.
3.
4.
Ice Proteetion (il installed). . .

. .. AS REQUIRED
a. PITOT/STATIC HEAT .
. . . . . . . . ..
. .......... ON
(when OAT is below 5'C (41'F) and in visible moisture)
b. STALL HEAT. . . . . . . . . . . .
. ... ON
(when OAT is below 5'C (41'F) and in visible moisture)
c. PROP HEAT .................................. ON
(when OAT is below 5'C (41F) and in visible moisture)
INERTIAL SEPARATOR . . . . . . . . . .
. ......... SET
Airspeed........
. ......... 110-120 KIAS
PROP RPM Lever. .
.........
1600-1900 RPM
NOTE
lo achieve maximum flat rated horsepower, use a minimum
011800 RPM.
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 4
NORMALPROCEDURES
CRUISE CLlMB (Conlinued)
5.
POWER Lever . . .
........
. . . . . . . . . . . . .. SET
(observe Maximum Climb Terque, ITI and N g limits)
Reter to Maximum Engine Torque for Climb chart in Section 5.
I
CAUTION
Far every 10" below -30"C ambient lemperature,

reduce maximum allawable N g by 2.2%.
MAXIMUM PERFORMANCE CLlMB

1.
2.
3.
4.
5.
Ice PrOleclion (if installed) ..... .

AS REQUIRED
a. PITOT/STATIC HEAT ..
............. ON
(when OAT is below 5"C (41"F) and in visible moislure)
b. STALL HEAT
....................
. ...... ON
c. PROP HEAT. . . . . . . . . . .
........
. .. ON
INERTIAL SEPARATOR. . . . . . . . . . . . . . . . . . . . .
SET
Airspeed.
. 104 KIAS (from sea level lo 10,000 feel)
decreasing lo 87 KIAS (al 20,000 feel)
PROP RPM Lever.
. . . . . . .. 1900 RPM
POWER Lever . . .
. ..... SET (1865 ft-Ibs maximum)
(observe Maximum Climb ITT and Ng limils)
Reter to Maximum Engine Torque ter Climb chart in Section 5.
CAUTION
Far every 10" belaw -30"C ambient temperature,

reduce maximum allawable N g by 2.2%.
CESSNA
MODEL 208B G1000
SECTION4
NORMALPROCEDURES
CRUISE
1.
2.
3.
4.
Ice Protection (ilinstalled)..

AS REQUIRED
a. PITOT/STATIC HEAT . . . .
.........
.ON
b. STALL HEAT. . . . . . . . . . . .
. ........... ON
c. PROP HEAT . . . . . . .
........
. .......... ON
INERTlAL SEPARATOR .
. ..... SET
PROP RPM Lever.
. . . . . . . . .. 1600 to 1900 RPM
POWER Lever. . . . . .
. ..................... SET
(observe Maximum Cruise Torque, ITT and Ng limits)
Refer to Cruise Performance andlor Cruise Maximum Torque
charts in Section 5.
5.
Fuel Balance. . .
CHECK
(maximum 200 pounds imbalance)
CAUTION
For every 10 below _30C ambient temperature,
reduce maximum aliowable Ng by 2.2%.
DESCENT
1.
2.
3.
4.
5.
Ice Protection (il installed). .

. .. AS REQUIRED
a. PITOT/STATIC HEAT . . . . . . . . . .
. . ON
b. STALL HEAT. . . . . . . . . . . . . . . .
. ......... . ON
c. PROP HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. ON
INERTIAL SEPARATOR . . . . . . . . . . . . . .
SET
NO SMOKE/SEAT BELT SIGN Switches (il installed) ...... ON
Altimeters..
................
SET
NAV Source.
.........
SELECT
FAA APPROVED
CESSNA
MODEL 2086 G1000
SECTION4
NORMALPROCEDURES
DESCENT (Continued)
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 MAXSPO annunciation may appear prior to 175
KIAS if the aircraft is accelerating at arate that will rapidly
exceed V MO CAUTION
Sel PROP RPM Lever al 1900 RPM prior lo beginning
any instrument approach procedure.
6.
POWER Lever ............. .
AS REQUIRED
BEFORE LANDING
NOTE
Refer to Landing Distance chart in Seetan 5 tor anticipated
ground roll and total distance requirements.
1.
Seats, Seat 8els, Shoulder Harnesses .
SECURE
WARNING
Failure lo correclly use seal belts and shoulder
harnesses could resull in serious or fatal injury in
Ihe evenl of an acciden!.
2.
3.
4.
5.
6.
7.
FUEL TANK SELECTORS ...

. ....... 60THON
. .. HIGH IDLE
FUEL CONDITION Lever .
PROP RPM Lever. ............... .
MAl< (full forward)
Radar
STAND6Y
APIYD......................
OFF
(before 200 feet AGL on approach or 800 feet AGL)
WING FLAPS Handle.
. ................ SET
SECTION 4
NORMALPROCEDURES
CESSNA
MODEL 208B G1000
LANDING
NORMAL LANDING
1.
2.
3.
4.
5.
WING FLAPS Handle

............
. ... FULL
Airspeed..
. .. 75-85 KIAS
Touchdown.....
MAl N WHEELS FIRST
POWER Lever ........ BETA RANGE AFTER TOUCHDOWN
Brakes.
.............
. .. APPLY
SHORT FIELD LANDING

1. WING FLAPS Handle ..
. ...... FULL
. .. 78KIAS
2. Airspeed ..... .
Reter to Landing Distance charts in Seetian 5 tor speeds at reduced
weights.
3. POWER Lever. .. . REDUCE lo IDLE (after clearing obstacles)
4. Touchdown ..... .
. . . . . .. MAl N WHEELS FIRST
5. POWER Lever ... . ... BETA RANGE AFTER TOUCHDOWN
NOTE
Use of reverse thrust will reduce the landing rol[ by
approximately 10% (see Section 5).
6.
Brakes ..
7.
WING FLAPS Handle
........
.. MAXIMUM
(while holding elevator control full aft)
............ RETRACT
(tor maximum brake effectiveness)
BALKED LANDING
1.
2.
3.
4.
POWER Lever. . .
. . ADVANCE (for takeoff power)
WING FLAPS Handle . . .
. . . . . . . .. RETRACT lo 20
Airspeed ........................... 80 KIAS MINIMUM
(until obstacles are cleared)
WING FLAPS Handle . .
. ................. RETRACT
(after reaching safe altitude and airspeed)
FAA APPROVED
SECTION4
NORMALPROCEDURES
CESSNA
MODEL 2088 G1000
SHORT FIELD TAKEOFF (Continued)

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 taiHow altitude. However, after liftoff the

airplane should be leveled immediately to accelerate to a safe climb
airspeed.
TYPE 11. TYPE 111 OR TYPE IV ANTI-ICE FLUID TAKEOFF

When Type 11, Type 111 or Type IV anti-iee fluid is applied to the airplane,
la rotation speed of 83 KIAS with flaps UP is required. Use of flaps UP
allows the airplane to accelerate to a higher rotation speed without any

liftoff tendeneies, whieh is required for the Type 11, Type 111 or Type IV
anti-ice fluid to be effectivs. Takeoff performance data shown in Section
5 is based on this speed and configuration.
CROSSWINDTAKEOFF
Takeoffs nto strong crosswinds normally are performed with FLAPS
10 or 20. With the ailerons partially defleeted into the wind, the
airplane is accelerated to a speed higher than normal, and then ratated
to prevent settling back to the runway. When clear of the ground, make
a coordinated turn nto the wind to correct for drift. The use of f1aps 10
wiH improve directional control, but will also increase the takeoff
distan ce. Inerease the flaps 20 short field takeoff lift off and 50 feet
obstacle speeds by 7 knots, if flaps 10 is used for takeoff.
ENROUTE CLlMB
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 765C, or
maximum climb N g of 101.6%, whichever occurs first.
At lower altitudes and cool outside air temperatures (below
approximately 10,000 feet), the engine will reaeh the torque limit before
reaehing the ITI or~.o.limit. As the elimb progresses and the torque is
maintained by POwt:.R Lever advancement, the lIT and Ng will
increase until an altitude is reached where ITT or Ng will dlctate
POWER Lever positioning. When operating near the ITI limit, advanee
POWER Lever slowly to allow the eurrent ITI to be indieated. The rate
of power (and temperature) increase of the engine is greater than the

response rate of the lIT 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
indieated.
~AA
Annnl"'\'r- ......
SECTION 4
NORMALPROCEDURES
ENROUTE CLlMB
CESSNA
MODEL 208B G1000
(Continued)
For maximum performance climb, the best rate-of-climb airspeed

should be usad with 1900 RPM and maximum climb power. This speed
is 104 KIAS lrom sea level to 10,000 leet, decreasing to 87 KIAS at
20,000 lee!.
lf climb requirements do not necessitate a maximurn performance
climb, a POWER Lever setting that will result in an ITT 01 725 oC
throughout the climb may be desirable over setting the POWER Lever
par the Maximum Engine Torque For Climb, chart in Seetian 5.
For improved visibility over the nose, a cruise ctimb airspeed af 115125 KIAS may be desirable at altitudes up to approximately 12,000
lee!. Adjust the POWER Lever (in accord with the Maximum Engine
Torque lor Climb chart in Section 5) with the PROP PRM set at 1900 to
prevent exceeding the maximum allowable shaft horsepower tar the
ambient conditions. Aftar Climb Torque i$ set, PROP RPM can be
reduced in accord the following table tar improved passenger comfort.
Under no circumstances should the following limitations be exceeded:
1. The MAX TORQUE lor the corresponding PROP RPM
2. A maximum climb ITI 01 765C
3. A maximum Ngof 101.6%
I
I
RPM
MAXTORQUE
1900
1800
1700
1600
1865
1970
1970
1970
NOTE
To achieve maximum flat-rated horsepower, use a minimum

011800 RPM.
If an obstruction dictates the use of a steep climb angle, climb with
Flaps UP and maximum continuous power at 86 KIAS.
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION4
NORMALPROCEDURES
CRUISE
Normal cruise is performed using any desired power setting up to the
maximum cruise power (observe ITT, torque, and N!J.. cruise limits). 00
not exceed the maximum cruise tarque or 740"C ITI shown in Cruise
Performance or Cruise Maximum Torque charts in Seetan 5 ter the
particular altitude and temperature. Normally, a new engine wilt exhibit
an ITT below 710C when set to the maximum cruise tarque.
The Sample Cruise Performance chart iIlustrates the advantage of
higher altitude on both trus airspeed and nautical miles per 1000
pounds of fuel. In addition, the beneflcial effect of lower cruise power on
nautical miles per 1000 pounds of fuel at a given altitude can be
observed. Charts are provided in Seetan 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
Ibelow 5C (41F) and in visible moisture. II icing conditions are
encountered, ensure that the additional anti-icing systems (airframe
ANTI-ICE (il installed) and INERTIAL SEPARATOR) are ON and in the
BYPASS mode before encountering visible moisture below
approximately 5C (41F). Windshield anti-ice (il installed) and
propeller anti-ice (il installed) systems should also be turned ON.
CESSNA
MODEL 2088 G1000
SECTION 4
NORMALPROCEDURES
SAMPlE CRUISE PERFORMANCE CHART

PARAMETERS:
Standard Conditions
1900 RPM
Zera Wind
ALTITUDE
Maximurn Cruise Power
Maximurn Range Power
(Faa!)
KTAS
NM/1000 LBS
KTAS
NM/1000 LBS
5,000
10,000
15,000
20,000
182
182
177
167
430
480
540
610
155
157
159
161
470
530
580
610
(WITHOUT CARGO POO OR WITH TKS FAIRING)

ALTITUDE
Maximum Cruise Power
Maximurn Range Power
(Feo!)
KTAS
NM/1000 LBS
KTAS
NM/1000 LBS
5,000
10,000
15,000
20,000
173
172
167
157
410
460
510
570
149
151
152
156
450
500
540
570
(WITH CARGO PO O)
Figure 4-4
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE
PERFORMANCE
TABLE OF CONTENTS
page
Introduction . . . . . . . . . . . . . .
. ...................... . 5-3
Use 01 Performance Charts .
. . . . . . . . . . . . . . . . . . . . . . .. . .. 5-3
Sample Problem . . .
. ..................... 5-4
Takeoff. . . . . . . . . .
. .......................... 5-5
Cruise .
........
. ......... 5-6
Fuel Required . . . . . .
. ............... 5-6
Landing .
. .................. 5-8
. ....... 5-9
Airspeed Calibration - Normal Static Source . . . .
Airspeed Calibration - Alternate Static Source ................. 5-10
Altimeter Correction - Alternate Static Source ...... .......... . 5-11
Pressure Conversion .
...........
. ...... . 5-12
Temperature Conversion Chart . . . .
. .............. .. 5-13
ISA Conversion and Operating Temperatura Umits .......... .. . 5-14
Slall Speeds . . . . . . . . .
. ......................... 5-15
Wind Components .
. . . . . . . .. . ................. 5-16
Maximum Engine Torque tor Takeoff .......... ............ .. 5-17
Maximum Engine Torque lor Climb ......................... 5-18
AIRPLANES WITH CARGO POD INSTALLED
Short Field Takeoff Distance
........................... 5-19
Flaps UP Takeoff Distance. . . . . . . .
. ............... 5-24
Rate 01 Climb - Takeoff Flap Setting ........................ 5-27
Climb Gradient - Takeoff Flap Setting . .
........
. .5-28
........
. .5-29
Maximum Rate 01 Climb - Flaps UP.
Climb Gradient - Takeoff - Flaps UP . . . . . . . .
. .......... 5-30
CruiseClimb-FlapsUP-115KIAS ....
.........
. ... 5-31
Rate 01 Climb - Balked Landing. . . . . . . .. ..........
. .. 5-32
lime. Fuel, and Distance to Climb - Maximum Rate 01 Climb .... 5-33
lime, Fuel, and Distance to Climb - Cruise Climb -115 KIAS.
.5-34
CESSNA
MODEL 2086 G1000
SECTION 5
PERFORMANCE

Page
Cruise Performance. . . .
5-35
Cruise Maximum Torque

5-46
Fuel and lime 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 Profile . . . . . . . . . . .
5-57
Endurance Profile. . .
..........
5-58
Time, Fuel, and Distance to Oescend
5-59
Short Field Landing Dislance . . . . .
5-60
AIRPLANES WITHOUT CARGO POD OR WITH TKS FAIRING
Short Field Takeoff Dislance.

. .....
Flaps UP Takeoff Distance. . . . .
Rate 01 Climb - Takeoff Flap Setting. . . . . .
..
Climb Gradient - Takeoff Flap Setting
Maximum Rate 01 Climb - Flaps UP. . . . .
. ...
Climb Gradient - Takeoff - Flaps UP. .
. ..
. ...
Cruise Climb - Flaps UP - 115 KIAS.
. .......
Rate 01 Climb - 6alked Landing . . . .
lime, Fuel, and Distance to Climb - Maximum Rate 01 Climb ....
lime, Fuel, And Distance to Climb - Cruise Climb - 115 KIAS. .
5-65
5-70
5-73
5-74
5-75
5-76
5-77
5-78
5-79
5-80
Cruise Performance.
5-81
.........................
Cruise Maximum Torque . . . . . . . . .

Fuel and Time Required Maximum Cruise
Fuel and lime Required Maximum Cruise
Fuel and lime Required Maximum Range
Fuel and Time Required Maximum Range
Range Profile . . . . . . . . . . . . . . .
........
Endurance Profile. .
Time, Fuel, and Oistance to Oescend
Short Field Landing Dislance . . .
5-93
Power (40-200 NM) .. 5-100
Power (200-1000 NM) 5-101
Power (40-200 NM) . 5-102
Power (200-1000 NM) 5-103
5-104
5-105
5-106
5-107
FAA APPROVED
CESSNA
MODEL 208B Gl000
SECTION 5
PERFORMANCE
WITHOUT CARGO POO OR WITH TKS FAIRING

SHORT FIElO TAKEOFF OISTANCE
NOTE
The following general information is applicable to all SHORT FIELO
TAKEOFF OISTANCE Charts.
1. Use short field takeoff technique as specified in Section 4.
2. Oecrease distances by 10% for each 11 knots headwind.
For operation with tailwind up to 10 knots, increase
distances by 10% fer each 2 knots.
3. For operation on a dry, grass runway, increase distances

by 15% of the "Ground RolI" figure.
4. With takeoff power set below the torque limit (1865 footpounds), increase dislances (both ground roll and lotal
distance) by 3% for INERTIAL SEPARATOR in BYPASS
and in crease ground roll by 5% and total distance by 9% tar
CABIN HEATON.
5. Where distance values have been replaced by dashes,
operating lemperature limils of Ihe airplane would be
greatiyexceeded. Those distances which are included
but the operation slightiy 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 OC by 20%.
Figure 5-27 (Sheet 1 of 5)
NOTE
Figures 5-27 thru 5-43 apply to airplanes configured without

a cargo pod and airplanes configured with and without a
TKS fairing.
SECTION 5
PERFORMANCE
CESSNA
MODEL 2086 G1000
WITHOUT CARGO POD OR WITH TKS FAIRING

SHORT FIELD TAKEOFF DISTANCE
CONDITIONS:
Flaps 20
1900 RPM
Torque Set Per Figure 5-8
CA61N HEAT OFF
Paved, Level, Dry Runway
INERTIAL SEPARATOR NORMAL
Zero Wind
Reler to Sheet 1 lar appropriate notes applicable to this chart.
Uf! Off:
70 KIAS
I
Pressure
Altitude
Feet
Pressure
Altitude
Feet

FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

CONDITIONS:
Flaps 20 0
1900 RPM
CABIN HEAT OFF
Zero Wind
Refer to Sheet 1 for appropriate notes applicable to this chart.
Uf! Off:
67 KIAS
8300
80 KIAS
Pressure
Altitude
Feet
Grnd
RolI
Feet
6000
8000
10,00:o:_il---o-:::
Pressure
Altitude
Feet
Grnd
RolI
4000
6000
8000
10,-OQO
2950
3390
4195
5495
CESSNA
MODEL 2089 Gl000
SECTION 5
PERFORMANCE

CONDITIONS:
Flaps 20 0
1900 RPM
Torque Se! Per Figure 5-8
CA91N HEAT OFF
Zero Wind
Reler to Sheet 1 lor appropriate notes applicable to this charlo
Lift Off:
64 KIAS
Pressure
Altitude
Feet
8000
FAA APPROVED
CESSNA
MODEL 2088 G1000
SECTION 5
PERFORMANCE

SHORT FIELD TAKEOFF DlSTANCE
CONDITIONS:
Flaps 20
1900 RPM
CABIN HEAT OFF
Zero Wind
Utt Off:
61 KIAS
7300
73 KIAS
Pressure
Altitude
Feet
Pressure
Altitude
Feet
6000
8000
Grnd
Rol!
Feet
Grnd
Rol!
Feet
1135
1295
1585
1960
3410
CESSNA
MODEL 2086 Gl000
SECTION 5
PERFORMANCE

FLAPS UP TAKEOFF DISTANCE
NOTE
The following general information is applicable to all FLAPS UP
TAKEOFF DISTANCE Charts.
1. Use Type 11, Type 111, ar 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% far each 2 knots.
3. For operation on a dry, grass runway, increase distances

4. With takeoff power set below the torque limit (1865 footpounds), 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 0(3)
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

CONDITIONS:
Flaps UP
1900 RPM
CABIN HEAT OFF
Refer to Sheet 1 far appropriate notes
Tarque Set Per Figure 5-8

Zero Wind
applicable to this chart.
83 KIAS
Lift Off:
S;pee d at 50 Feet:
104 KIAS
8750 Poun ds:
-20'C
Pressure
Altitude
Feet
Sea Level
2000
4000
6000
8000
10,000
12000
Total
Total
Grnd
RolI
Oi51 To
Clear
feet
50 Feot
Obst
1685
1910
2170
2475
2835
3260
3835
3135
3545
4025
4595
5280
6105
7260
8300 Pounds:
-20"C
Pressure
Altitude
Feet
Grnd
RolI
Feet
2000
4000
6000
8000
10,000
12,000
1590
1795
2040
2325
2665
3065
3600
Glear
50 Feot
Grnd
Rol!
Feet
1800
2040
2320
2650
3040
3505
4355
3345
3785
4310
4930
5675
6580
8445
Grnd
RolI
Feet
Ois1 To
Glear
Grnd
RolI
50 Feot
Obst
Feet
1920
2175
2475
2835
3255
3895
4995
Total
DistTo
Clear
50 Feot
2950
3330
3785
4320
4955
5725
6800
Total
Os1 To
Clear
50 Feot
Obst
10'C
Total
Grnd
RolI
Feet
DistTo
Glear
50 Feot
Obst
2040 3790
2315 4305
2640 4915
3025 5645
3515 6625
4450 8730
5775 12050
Llft Off.
83 KIAS
Speed at 50 Fee!:
104 KIAS
10'C
10'C
O'C
Obst
Sea Level
DistTo
Obst
Total
Grnd
RolI
Feet
O'C
-10;
1695
1920
2185
2490
2855
3145
3560
4050
4630
5325
32~g.. 6170
4085 7900
1805
2050
2330
2665
3060
3655
4680
3560
4040
4605
5280
6095
7420
---9995
Total
Oist To
Clear
50 Feot
Obst
Total
Grnd
RolI
Feet
D1s1 To
Clear
50 Feot
Obst
3350 1920 3560

3795 2180 4045
4325 ..485 4615
-4955- 2840 5300
5715 3305 6210
6950 4175 8160
9330 5405 11 215
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

CONDITIONS:
Flaps UP
1900 RPM
CABIN HEAT OFF
Refer to Sheet 1 for apprapriate notes

Zera Wind
applicable to this chart.
Lift Off:
83 KIAS
S:;peed at 50 Feet:
104 KIAS
10'C
-to<c
O'C
7800 Pounds:
-2O'C
Pressure
Altitude
Fee!
Sea Level
2000
4000
6000
8000
10,000
12000
Gmd
RolJ
Fee!
1480
1675
1900
2165
2480
2850
3345
Total
DslTo
elear
50 Foo!
Ohst
2750
3100
3520
4015
4605
5315
6300
7300 Pound s:
-2O'C
Pressure
Altitude
Feet
Sea Level
2000
4000
6000
8000
W,OOO
12000
Gmd
Roll
Total
DstTo
elear
Fee!
50 Fool
Ohst
1375
1555
1765
2010
2295
2640
3095
2550
2875
3260
3720
4260
4915
5815
Gmd
RolI
Fea!
Total
Os! Te
elear
50 Foo!
Grnd
RolI
Fee!
Obst
Total
Os! Te
elear
50 Foo!
Obst
Total
Ost Te
Grnd
RolI
Fee!
elear
50 Foo!
Obst
1790 3315
2030 3760
2310 4290
2645 4920
3070 5760
3~~ ~440 3875 7545
4335 8610 5000 10320
Lift Off:
83 KIA~
104 KIAS
:;peed at 50 Feel:
S
10'C
-10'C
O'C
1580
1790
2035
2320
2660
3060
3790
2930
3315
3765
4305
4945
5720
7310
1685
1910
2170
2480
2845
3120
3535
4020
4605
5305
Gmd
RolJ
Feel
Os! Te
elear
50 Fool
Obst
Gmd
RolI
Os! Te
elear
50 Feol
Obst
1465
1660
1885
2150
2460
2835
3505
2720
3070
3490
3985
4575
5285
6735
1565
1770
2010
2295
2635
3140
4005
Total
Total
Total
Feet
Os! To
Grnd
Rol!
Feel
2890 1660
3275 1885
3725 ---,,--2145
4260 2450
4905 2845
5945 35BO
7920 4610
elear
50 Foo!
Ohst
3075
3485
3970
4550
5320
~950_

PP
9465
SECTlON 5
PERFORMANCE
CESSNA
MODEL 2086 G1000

RATE OF CLlMB - TAKEOFF FLAP SETTlNG
FlAPS20
~~:;'6ily~~~~:
1900
",essu,e
Weight
Pounds
8750
~'
,:,,,mo.
~~d
"ei ':hr
40<C
20<C
O<C
~ii-
....
il~:i [gg
40<C
Z ;-
...
. "a~o ya,
8300
;
I
7800
be
-
~~g
:ve, f-
,-
~~~~e,
'--
1890
7300
'o
000
79
1000
l'
NOTE
845
~11
ff!
.c=----
1. Do not exceed torque limit for takeoff per MAXIMUM ENGINE TORQUE
FOR TAKEOFF charlo When ITI exceeds 765"C, this power setting is
time IImited to 5 minutes.
2. With c!imb power set below the torque limit, decrese rate of climb by 20
FPM fer INERTIAL SEPARATOR set in BYPASS and 45 FPM ter CABIN
HEATON.
3. Where rate of climb values have been replaced by dashes, operating
temperature limits of the airplane would be 9reatly exceeded. Those
rates of climb which are ncludad, but the operation slightly exceeds the
temperatura limit, are provided ter interpolation purposes only.
Figure 5-29
SECTION 5
PERFORMANCE
CESSNA
MODEL 2088 G1000

CLlMB GRADIENT - TAKEOFF FLAP SETTING
FLAPS 20 0
~~~~l~~~
Weight
Pounds
,:,,,mo
S~~~
"r~ssure
:se
...
8750
I ,,
8300
"pp,
~QQ5r'
:~~t
7800
1-
-40'C
~~Q
-20'C
:gr'
~~
-
~~5
1~:-
- ---l
f- H
680
'.000
~.
~u
7300
.
665
NOTE
40'C
~f
.~~g-----
~80
[~f
g
20'C
640
I "e ;,'!.ve,
O'C
!; I~t
~
4
80
I "e
Zer~lNin~ SEPARATQ~
JIL
L;-
~
3
iil
-----
t!l
----
1r
~~~
cc__
1. 00 notexceed torque IImitfor takeoff per MAXIMUM ENGINE TOAQUE

FOR TAKEOFF chart. When ITI exceeds 7&S'C, thls power settlng 19
time IImited lo 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 far CABIN
HEATQN.
3. Where climb gradient values have been raplaced by dashes, operating
temperatura limits of 1he airplane would be greatly exceeded. Those climb
gradients which are included, but 1he operation slightly exceeds the
temperature limit, are provided for interpolation purposes only.
Figure 5-30
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTlON 5
PERFORMANCE

MAXIMUM RATE OF CLlMB
FLAPSUP
CONDITIONS:
1900 RPM
,SEPARAT( ''i!l2!!!!AL
T~ssu,e
Weight
Pounds
KIAS
I
8750
8300
~~:!~::
l::J~~!2!!i!;::El~~!!ffi1j]~[:=l
~e
~vel
,40"C
20"C
O"C
20"C
~Ufg
1~
J~g
7300
~~
~l1i~
j~ ~Ii} '-"-'~i.@h..~"--'-<-I:,,:':!'-,,-,,
ggg8 ,-
;~ ,
tgJ~ l~l J.~

...
7800
40"C
,~
,u
i l8
~H~~
'-
000
'--
69
i'
m~
--
. ..
...
19
.;~:
220
40
'-
...
. ..
I7{
~t~~
- ---
...
NOTE
1. Torque set at 1865 foot-pounds or lesser value must not exceed

maximum cllmb ITI of 7650C 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 01 climb values have been raplaced by dashes, an appreciable
rate of climb for the weight shown cannot be expected or operatlng
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
CESSNA
MODEL 2088 G1000
SECTION 5
PERFORMANCE

CLlMB GRADIENT - TAKEOFF
FLAPS UP
Weight
Pounds
8750
8300
7800
7300
NOTE
1. Do not exceed torque limit 10r takeoff per MAXIMUM ENGINE TORQUE
FOA TAKEOFF charl. When ITT exceeds 765OC, this power setting is
time limited to 5 minutes.

2. With climb power set below the torque Iimit, decrease climb gradient by 10
FTINM for INERTIAL SEPARATOR set in BVPASS and 40 FT/NM for CABIN
HEATON.
3. Where climb gradient vafues have been replaced by dashes, operating
temperature limits of the airplane would be greatly exceeded. Those climb
gradients which are ncludad, bu11he operation slightly exceeds the
temperature limit, are provided far interpolation purposes only.
Figure 5-32
FAA APPROVED
CESSNA
MODEL 2088 Gl000
SECTION 5
PERFORMANCE

CRUISE CLlMB
FLAPS UP -115 KIAS
CONDITIONS:
1900 RPM

ressure
ateo 1m - eet er
Weight
Alti1ude
-20'C
AO'C
O'C
Pounds
Feet
I ,,"an~~vel
8750
8300
7800
7300
2000
4000
--6efao
8000
101!Q-12000
I ::;ea_",evel
2000
__4000
6000
8000
10000
12000
I ::;ea_",evel
2000
4000
6000
8000
10,000 -12000
I ::;ea_",evel
2000
4000 - 6000
8000
10000
12000
20'C
40'C
~~~
9~~
795
650
505
370
235
435
305-190
845
880
845
705
910
880
790
640
485
19~~
19~9
19~9
~0s"J'
~~g
6'
98
960
935
910
_SS1).
~~~
Inute
~5~-
_1015.
5~6
=-
990
870,_990
960
720
'--1~8
570
235
960
870
710
430
- 925
-780
550
285
1165
1145
~185
~65
l!~y
1165
1140
1120
1095
715
1140
1090 _9.65_
565
- 1115
1115- 1090
1060
805
420
1090
1060
965
645
295
_1025
795 - ----'iillL. _ -----1060 1025
870
350
630
1300
1255
1235
960
]~"5
1255
1205
1275
1230
800
1255
123g_ _ 120;;.
1065
~51200
1230
1170
900
1170
1200
1070
730
355
--890
575
llZ.o .. 1135
--970
715
415
1135
1040
1015
990
960
925
-----
---
NOTE
maxlmum climb ITI of 765 OC or Ng of 101.6%.
2. With climb power set below the torque limit, decrese rate 01 climb by 50
FPM lar INERTIAL SEPARATOR set in BYPASS and 70 FPM for CABIN
HEATON.
3. Where rate 01 climb values have been replaced by dashes, an appreciable

rate 01 climb for the weight shown cannot be expected or operating
temperature limits 01 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 5-33
SECTION 5
PERFORMANCE
CESSNA
MODEL 2086 G1000

RATE OF CLlMB
BALKED LANDlNG - FLAPS FULL
CONDITIONS:
T akeoH Power
'~~g~~ r~e~s~,e :;::~ ,n~ ]!,o~n~~~n~~~~~

Pounds I ,,~ ~su
"V
'.v
<v
]f
8500
8000
~_I-----!..\-.
I---hs""'e~,~ "=~erl-liif-+--f,
-;
:-
'- -
595
f-'
---
--
'.U.U-"
~~~~~I~*-~~-~
7500
1
_o.
885
7000
NOTE
1. Do nol exceed torque IImit for takeoff per MAXIMUM ENGINE TORQUE
FOR TAKEOFF charlo When In 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 15
FPM for INERTIAL SEPARATOR set in BYPASS and 45 FPM fer CABIN
HEATON.
3. Where rate of climb values haya been replaced by dashes, operating
temperatura limits of the airplane would be greatly exceeded. Those
rates of climb which are ncludad, but the operation slightly exceeds
the temperatura limit, are provided for interpolation purposes only.
Figure 5-34
FAA APPROVED
CESSNA
MODEL 208B Gl000
SECTlON 5
PERFORMANCE

TIME, FU EL, ANO OISTANCE TO CLlMB
,
Ml\XIMUM RATE OF CLlMB
CONDITIONS:
Flaps UP
Zaro Wind
1900 RPM
Weight
Pounds
Pressure
Altitude
CJimb
Speed
Feat
KIAS

,m
rom ea eve
20"(.; tleow
titanaara
<0-'; Above
Standard
,me
min
Sea.",eve
4000
m~
8000
104
102
8750 12,000
16,000
96
.20,000
88
24000
79
I Sea.",evel
4000
18~
103
8000
101
8300 12,000
16,000
95
.20.0JllL
24000 -~tI Sea.",evel
4000
8000
12,000 . _~~L
7800
16,000
92
_-'W.QO.O.. .84
24000
74
181
rsea~ver
1
4000
._8QOO._ ..99..
12,000
97
7300
16,000
89
20,000
80
24000
70
ue
Lbs
I Uist
NM
Teml'\Arature
,me ue
min Lbs
~ O ~ ~ ,
8
62
f-i,5
'3 ~8 24 ,'3, 98
19 128
26 173 _5~~ I ~~
43 249 82 59 314
laR
I Dis'
NM
Standard
,me
min
uel Dis'
Lbs NM
~ :k'5 1'b
11
19 1~
31 177 62
~ ...5'1. 280 111
119 ... --- _.-
~~
16
27
42
~7 ~ ~ ~8 ~
2
55 f-i,4- ,8 .10 66 19
~~.
84 21
17 106 34
3
116 31 19 126 37 27
27 ~~
J55 44 29 173 56 43 I ~?4
213 69 46 252 92 174 719 363
~ ~5
~ 2<);
~ ~8
7 52 13
l~ 12 80 21 ,s5 ~~
15 104 27 17 112 32
2J 138 38 25 151 47 ~~ 11~37 ~g
31 184 57 38 208 73 65 301 131
8
12
17
..24.
36
-lr 4g
l'
_6.
10
14
19
27
~3
.45
69
94
123.
161
g
g
~ :1'3 ~ ~ :1'5
~
_8 f;~ t'"
7 47
10 72
13 81 25
15
20 115 38
..22 1~~ ~~ 29 158 57
-8449 32 177 60 47 227 93
~
11
17
24
NOTE
1. Torque set al 1865 foot-pounds or lesser value must not exceed

maximum climb lIT of 765"C or Ng of 101.6/0.
2. Add 35 pounds of fuel fer angina start, taxi, and takeoff allowance.
3. With lNEATIAL SEPARATOR set in BYPASS, ncrease time, fuel, and distance
numbers by 1% tor each 2000 feet of climb and for CAB1N HEAT ON, increase
time, fuel, and distance numbers by 1% tor 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)
CESSNA
MODEL 2088 G1000
SECTlON 5
PERFORMANCE

TIME, FUEL, ANO OISTANCE TO CLlMB
CRUISE ClIMB 115 KIAS
CONDITIONS:
UP
Weigh1
Pounds
Zara Wind
I
Pressure
Altitude
Feet
8750
8300
7800
7300
NOTE

maxlmum cllmb ITI 01 765"C or Ng 01 101.6%.
2. Add 35 pounds of fuel for angine s1art, taxi, and takeoff allowanC9.
3. With INERTIAL SEPARATOR sel in BYPASS or CABIN HEAT ON,
ncrease time, fuel, and distance numbers by 1% tor each 1000 teet
ofclimb.
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
NOTE
The following general nfarmatian is applicable to all
CRUISE PERFORMANCE Charls.

1.
The highest torque for each temperature and RPM corresponds
to maximum allowable cruise power. Do not exceed this torque,

740C ITT, or 101.6% Ng, whicheveroccurs first.
2.
The lowest torque shown lor 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 loot-pounds), decrease the
rnaximum cruise torque by 115 foot-pounds. Do not exceed
740C ITI. Fuel f10w 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 loot-pounds), decrease maximum cruise torque by 80
foot-pounds. Do not exceed 740C lIT. Fuel flow for a given
torque setling will be 7 PPH higher.
5.
With the TKS fairing installed, maximum cruise performance is
reduced by approximately 5 KTAS.

Figure 5-36 (Sheet 1 01 12)
CESSNA
MODEL 2088 G1000
SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
CRUISE PRESSURE AL
CONDITIONS:
8750 Pounds
KTAS
20
10
o
-lO
-20
-30
-40
-50
-54
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
CRUlSE PRESSURE
CONDITIONS;
8750 Pounds
INERTIAL
oc;
ALTITUI'D"E-"40!i!OO",-,F",E,,,ETJ.,...~_ _ _~
Do not exceed maximum cruise
SEPARA~TiO~RiN~D~RM~A~L~=~~~~~t~,,~"~e~O'~74~0~'C~'TT~.=~
KTAS
Torque
Ft-Lbs
30
20
10
10
20
30
40
50
54
KTAS
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
CRUISE PRESSURE ALmu,DE ""00 FFET
-N~~!im,m,
CONDITIONS:
8750 Pounds
Refer t" sheet1
20
10
-10
n, ,te"
, to ih',c;;j
i
;;
: f
Ht I~i
i
Temp Torque
'C
Ft-Lbs
30
-to~~~~~
I
crulse
'Dmo'C ITT
"'U~I
PPH
KTAS
Torque
1~~~
r,el
KTAS
KTAS
~
17'
~;~
~~.
-
1-
~oa
~~~
-mi
1970
1970
-20
-,el
Torque
Ft-Lbs
U~~
30
1~g
1gg
g~g
40
-50
;0
j~~
Hn
ugg
mS
54
1:
1~22
}"g~
.~
'i:i
h
-mi -_._.
.~
f--
--
H~-
CESSNA
MODEL 2088 G1000
SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
CRUlSE PRESSURE ALTITUDE 8000 FEET
CONDITIONS
8750 Pounds
NUTE
Do no! exceed maxlmum Cl\lIse
~e~=~I~;h~;;t::OR NOR~~;'e~to thls char Io",ue or 74O"C lIT

T:;;'P
~orque
~ lIf ~orque
~Iuel
Ft~U,s
Ft~Lbs
KTAS
PPH
20
tO
o
~tO
~20
~30
~~~ ~T~
ill~
m.jg!
I-liil
KTAS
PPH
~ ~~j
j~~ ro~ ii
:~
If
~~r~~: ~Iuel
j-
1~gg
f---'
1mg
Ji~
;~~"
~40
--tm-1:
i
i:
JL
;~
1!gg
1~g~
~50
~54
KTAS
is,
ti
;~!
Figure
5~36
(Sheet 5)
CESSNA
MODEL 2086 G1000
SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
CRUISE PRESSURE
CONDITIONS:
8750 Pounds
INERTIAL SEPARATQR NORMAL
KTAS Torque
Ft-lbs
-20
-30
-40
-50
-54
KTA$
CESSNA
MODEL 2086 G1000
SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
CRUISE PRESSURE AL
CONDITIONS:
8750 Pounds
INERTIAl SEPARATOR NORMAL
T~P Torque
KTAS
Ft-Lbs
1800
1800
1400
178
168
158
1160
1800
1600
1400
- 1
177
1800
168
167
1600
157
148
1400
1200
~~,~---g~~-I--J'~~-4.1'~--- 160
150
142
SECTlON 5
PERFORMANCE
CESSNA
MODEL 2088 G1000

CRUISE PERFORMANCE
CONDITIONS,
CRUISE PRESSURE AL
8750 Pounds
INEATIAL
SEPARATiO~R~NEO~R~M~A~L==~~~~~~~~;;~=~
KTAS Torque
F1-Lbs
KTAS
172
162
150
174
165
155
-40
-54
1115
SECTlON 5
PERFORMANCE
CESSNA
MODEL 2086 G1000

CRUISE PERFORMANCE
CONDITIONS,
8750 Pounds
CRUISE PRESSURE Al TITUDf'E,-,1",6",COO""'-l:F.5E~ET,.,.,I'_ _ _'

-~':'".
Do nol exceed rnaximum cruise

Refer to sheet 1 for acaroonate
taroue or 740"C
ITT.
notes aoolicable 10 this chart.

1 00
Temp Torque
ce
10
O
-10
-20
-30
-40
-50
-54
Ft-Lbs
rue
flow
KTAS Torque
Ft-Lbs
PPH
rUe
flow
KTAS
PPH
256
277
275
301
269
322
284
149
161
160
169
157
174
163
arque
Ft-lbs
1176
1317
1315
1453
1300
1579
1400
~ue
Flow
PPH
256
277
276
301
271
322
288
KTAS
275
162
1407
301
270
322
171
160
177
1300
301
170
1107
1243
1235
1374
1215
1494
1300
1130
266
342
157
181
1200
265
155
1285
266
1604
342
178
1693
341
175
1400
302
167
1500
304
165
153
150
179
1039
1169
1160
1293
1140
256
277
152
163
1510
319
175
1400
--w.>0
279
161
1115
262
155
1622
365
185
1500
338
178
1300 __~2~9~8_~'67
1095
257
152
1737
387
188
1600
181
359
1400
316
171
1200 ---277----158
252
149
1075
1737
386
187
1600
180
358
1400
170
315
--;200
276
157
1070
251
148
1200
1185
1721
1600
1400
-1200
1165
1842
1700
1500
1300
1145
1842
1700
1500
1-1140
144
157
157
165
155
171
160
153
263
154
1300
266
260
153
1265
260
364365
182
1813
174
339
176
1700
340
163
3:~0~0_~1!i6~6-~~',~5:~00
301
262
153
1300
265
255
150
1245
254
148
386
185
1941
386
182
358
179
1800
358
176
316
169
1600
316
167
--TS6
279
158
1400
281
250
147
1225
249
145
181
385
184
1943
384
357
178
1800
357
175
~16
169
1600
315
166
278
157
1400280--- 156
248
146
1215
246
144
1si-
SECTION 5
PERFORMANCE
CESSNA
MODEL 2088 G1000

CRUISE PERFORMANCE
CRUISE PRESSURE AL TrrUDrE~1,",8",O",OO",-,-F-"E"ET.;.,.,,-_ _ _-,

CONDITIONS,
NOTE
8750 Pounds
Do nol exceed maximum cruise
INERTIAL SEPARATQR NORMAL
toraue or 74Q'C ITI
Reter to sheet 1 for appropriate notes applicable 10 this chart.
Temp Torque
ce
5
10
20
30
-40
50
54
Ft-Lbs
109
1165
1110
1273
1105
1367
1200
1085
1464
1300
---.1100
1070
1568
1400
1200
ue
Flow
263
160
274
164
263
159
171
158
260
Flow
Ft-Lbs
PPH
294
ue
KTAS Torque
312
176
278
164
256
155
332
180
296
170
257
154
2sf-------=r52352
184
317
174
276
161
r06~-151
1567
351
183
316
174
1400
1200
275
1_60_
1~249
150
KTAS
PPH
11
1239
1180
263
274
262
1352
1200
1165
1452
1300
294
265
257
311
282
1140
1553
1400
1200
1130
1663
1500
1300
251
332
300
261
157
162
157
169
157
154
174
164
151
178
169
155
352
318
278
243
350
318
278
241
181
173
161
14i
180
172
_ 160
141r
~5-
1660
1500
~9.0
1110
--2~150
--
Torque
ruel
Ft-Lbs
~I~~
KTAS
1
1311
26
274
152
157
1285
269
155
1430
294
165
1300
269
155
1255
260
152
1534
311
170
286
161
1400
1250
257
150
1640
332
174
1500
302
166
1300
264
153
1220--250
148
1754
351
178
1600
320
170
280
159
1400
-riOo
244--1451752
350
177
1600
319
169
~OO
279
158
12~~
244 ---'4~
11Mb
241
14::1
---i
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
CRUISE PRESSURE
COND1TIONS:
8750 Pounds
KTAS
Torque
F1-Lbs
KTAS
1285
-40
264
155
SECTION 5
PERFORMANCE
CESSNA
MODEL 2088 G1000

CRUISE PERFORMANCE
CRUISE PRESSURE AL
COND1T10N$'
8300 Pounds
tNERTIAl
SEPARA~T~O~R~N~O~RM~A~L~=~~~~~~~~;;=~
KTAS
-54
SECTION 5
PERFORMANCE
CESSNA
MODEL 2086 G1000

CRUISE MAXIMUM TORQUE
NOTE
The following general information is applicable to 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 ITI, or 101.6% Ng, whichever
occurs first.
2. Wilh the INERTIAL SEPARATOR in 6YPASS and power set
below Ihe torque limit (1865 foot-pounds), decrease the
maximum cruise torque by 115 foot-pounds. Do not exceed
740"C ITI. Fuel flow for a given torque selting will be 15
pounds per hour (PPH) higher.
3. With the CA61N HEAT ON and power set below the torque
limit (1865 foot-pounds), decrease maximum cruise torque by
80 foot-pounds. Do nol exceed 740"C ITI. Fuel flow for a
given lorque selting 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 limil, are
provided for inlerpolation purposes only.
CESSNA
MODEL 2086 Gl000
SECTION 5
PERFORMANCE

CONDITIONS:
Refer lo sheet 1 for aoorooriate notes aoolicable to this chart.
Pressure Altitude
Pressure Altitude
Temp
1000 Feet
2000 Feet
OC
Prope!ler Speed RPM
1750
1600
1900
1750
1379 1151 1235

1503 1259 1348
1633 1373 1468
1757 1484 1585
1879 1592 1698
1970 1702 1813
1970 1802 1918
1970 1865 1970
1970 1865 1970
1970 1865 1970
1970 1865 1970
la6~ ~() 1970 18~ ~lO
1865 1970 1970 1865 1970
1865 1970 1970 1865 1970
1970 1~~ ~~5 1970
~
1865 1970 1970 1865 1970
1865 1970 1970 1865 1970
1865 1970 1970 1865 1970
1865 1970 1970 1865 1970
1865 1970 1970 1865 1970
1865 1970 1970 1865 1970
1865 1970 1970 1865 1970
1319
1440
1567
1689
1807
1926
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
---
---
1900
50
45
40
35
30
25
20
15
10
5
O
-5
-10
-15
-20
-25
-30
-35
-40
-45
-50
-54
Propellef Speed RPM
Pressure Altitude
3000 feet
Propeller Speed RPM
1750
1204 1291
1314 1406
1431 1530
1545 1649
1656 1766
1769 18~~
1865 1970
1865 1970
1865 ~970
1865 1970
1865 1970
1600
1900
1204 1290
1316 1407
1425 1522
1531 1632
1638 - 1745
1736 1847
1835 1952
1865 1970
1865 1970
1865 1970
1865 1970
1
1865 1970
1865 1970
1970
1865
._1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1600
--1378
1502
1621
1737
1853
1960
1970
1970
1970
1970
1970
1970
1970
1970
----1970
1970
1970
1970
1970
1970
1970
CESSNA
MODEL 2086 G1000
SECTION 5
PERFORMANCE

CONDITIONS:
Refer to sheet 1 for appropriate notes applicable lo this chart.
Temp
"C
45
40
35
30
25
20
15
10
5
O
-5
-10 -15
-20
-25
-30
-35
-40
-45
-50
-54
Pressure Altitude
4000 Feet
Propeller Speed RPM
Pressure Altitude
5000 Feet
Propeller Speed RPM
Pressure Altitude
6000 Feet
Propeller Speed RPM
1900
1750
1900
1600
1900
1750
1151
1260
1366
1469
1574
1670
1767
1865
1865
--1865
1865
1865
1865
1865
1865
1865
1865
1865
1865
1865
1865
1233
1347
1459
1567
1677
1777
---
---
---
1600
1750
--1317 --1438 1204 1288

1555 1309 1398
1668 1409 1503
1782 1511 1610
1886 1605 1708
1970 t--"JQO 1807
1970 1970 1797 1909
1970 ~IO 1865 1970
1970 1970 1865 1970
1970 1970 1865 1970
1970 1970 1865 1970
1970 1970 1865 1970
1970 1970 1865 1970
1970 1970 1865 1970
1970 1970 1865 1970
1970 1970 1865 1970
1970
1970 1865 1970
- --- -1970 1970 1865 1970
1970 1970 1865 1970
1970 1970 1865 1970
'1879
._-
1375
1490
1600
1711
1812
1915
1970
1970
1970
1970
1970
---1970
1970
1970
1970
1970
1970
1970
1970
1970
Figure 5-37 (Sheel 3)
1149 1229
1252 1337
1350 1440
1449 1545
1541 1641
1633 1737
1728 1836
1819 - -1932
---1865 1970
1865 1970
1865 1970-------- -1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1600
---
1313
1426
1533
1641
1741
1840
1943
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

CONDITIONS:
Refer to sheet 1 for appropriate notes applicable to this chart.
Temp
"C
40
35
30
25
20
15
lO
5
~
-5
-10
-15
-20
-25
-30
-35
-40
-45
-50
-54
Pressure Altitude
7000 Feet
Propeller Speed RPM
1900
1750
1600
1089
1190
1284
1381
1471
1561
1652
1742
1830
1865
1865
1865
1865
1865
1865
1865
1865
1865
1865
1865
1165
1271
1371
1472
1566
1660
1756
1851
1944
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1245
1356
1459
1564
1662
1759
1858
1956
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
Pressure Altitude
8000 Feet
Propeller Speed RPM
1900
1750
...
...
1207
1130
l~ ...1 303
1313 1400
1401 1492
1487 1582
1574 1673
1662 1765
1746 1855
1833 1947
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
1865 1970
Pressure Altitude
9000 feet
Propeller Speed RPM
1600
1900
...
. ..
. ..
1289
1388
1489
1584
1677
1771
1867
1960
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1072
1160
1249
1334
1416
1500
1585
1666
_
1749
1829
1865
1865
1865
1865
1865
1865
1865
1865
1865
1146
1239
1332
1421
15071595
1684
1770
1858
1943
..
1750
1600
. ..
1223
1320
1417
1509
1599
--1689
1782
1871
1962
1970
-~ 1970
1970 1970
1970 1970
1970 1970
1970 1970
1970 1970
1970 1970
1970 1970
1970 1970
.-
..
SECTION 5
PERFORMANCE
CESSNA
MODEL 208B G1000

CONDITIONS:
Reertoseet
f
h
1 for appropnate no es apPllca
l' bl etct h"Ise ha rt .
Pressure Attitude
Pressure Altitude
Temp
10,000 feet
11,000 Feet
12,000 Feet
OC
Propeller Speed RPM
Propeller Speed RPM
Propeller Speed RPM
1900
1900
30
25
20
15
10
5
O
-5
-10
--15
-20
-25
-30
-35
-40
--------45
-50
-54
1900
1750
1102
1187
1270
1349
1430
1512
1590
1669
1748
1813
1865
1865
1865
1865
1865
1865
1865
1865
1177 1255
1266 1348
1354 1438
1436 1524
1520 1611
1606 1700
1689 1786
1773 1873
1857 f-c_-1960
1925 1970
1970 1970
1970 1970
1976 1970
1970 1970
1970 1970
1970 1970
1970 1970
1970 1970
1600
1750
1600
Pressure Altitude
1047 1119 1194 989

1129 1205 1283 1068
1210 1290 1371 1147
~286 1369 1453 1220
1363 1450 1537 1294
1442 1533 1623 1370
1518 1612 1705 1443
1594 1693 1789 1516
1671 1776 1875 1591
1735 1841 1943 1654
1800 1911 1970 1717
1865 1970 1970 1780
1865 1970 1970 1843
1865 1970 1970 1865
1865 1970 1970 1865
1865 1970 1970 1865
1865 1970 1970 1865
1865 1970 1970 1865
1750
1600
1058 1129
1140 1214
1223 1301
1299 1380
1377 1460
1456
~
1533 1622
1611 1703
1690 1785
1756 1854
1822 1920
1889 1970
1956 1970
1970 1970
1970 1970
1970 1970
1970 1970
1970 1970
CESSNA
MODEL 2086 G1000
SECTION 5
PERFORMANCE

CONDITIONS:
Refer lo sheel 1 for
Temp
'C
CESSNA
MODEL 2088 G1000
SECTION 5
PERFORMANCE

CONDITIONS:
Refer to sheet 1 for
CESSNA
MODEL 2086 G1000
SECTION 5
PERFORMANCE
FU EL ANO TIME REQUIREO

MAXIMUM CRUISE POWER (40-200 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM
Standard Temperature
-._c .. _.-
....
-:
I //VV: :
/
,{/
Dlstance ~ Nautlcal Miles

NOTE
1. Fuel required includes the fuel used far engine start, taxi, takeoff,
maximum climb from sea level, deseent to sea level and 45 minutes
reserve. Time required includes the time during a maximum climb and
descenL
2. With INERTIAL $EPARATOR in BYPASS, increase time by 4% and fuel
by 2%, or CABIN HEAT ON, in crease time by 3% and fuel by 2%.
CESSNA
MODEL 208B G1000
SECTlON 5
PERFORMANCE

MAXIMUM CRUISE POWER (200-1000 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM
'"<=
"O
=>
a..
-;
=>
1200
"7
6 f!
5 o=>
:t:
4
3 E
::
400
.,
NOTE
1. Fuel required includes the fuel used far engine start, taxi, takeoff,
maximurn climb trom sea level. deseent to sea level and 45 minutes
descent.
2. With JNERTIAL SEPARATOR in BYPASS, increase time by 5% and fuel
by 2%, or CABIN HEAT ON, increase time by 4% and fuel by 3%.
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

MAXIMUM RANGE POWER (40-200 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM
INERTlAL SEPARATOR NORMAL

:
"
: 1'-'
.!!' ..,.
,
1,
,
,
,
"
,
;.
""~~;; I""'J~
~",. ,~
~
:
..
.~
:.
,
,,'
,
-/
,~
11
')
,:
~ "1'
. ".
...
,/
;:;- .,
,
:
,~
1;
' .
,.,
:, /
,
,.
",'
,I
,
,
~
: ,
/.
;
,
...
"
"
N'
, :
: ..,...
:
"
:7
r ,..- j.-
j'
140
120 '"
100 i!l
::
80
60 E
40 ::
"
"
20
;"
-/ / /' /
.V 7: V l'
....
:/,'/
"
V/I ,.
1,
"
Distance . Nautcal Miles

NOTE
1. Fuel required includes the fue! used far engine start, taxi. takeoff,
maximum climb from sea level, descent to sea level and 45 minutes
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 1 012)
CESSNA
MODEl208B G1000
SECTION 5
PERFORMANCE

MAXIMUM RANGE POWER (200-1000 Naulieal Miles)
CONDITIONS:
8750 Pounds
1900 RPM
~~
2400
2000
"
il
1200
""
"-
800
400
,.
l&'
/.
!
O""
eS
'"E~
. ""
~
60
O
.~
c:
~~
:
r
20
!I~'!iif
40
: TII
60
IJI
j.:~~
:",)l- i !'! f-:-
Ii
-"
!
,
/
:
40
8.
81'!
"O
r
;
,.-
1'0:: 20
E
r..
I
m
i-
l.4. ,...::
. 1.
"'~ ~3tdfl:
'
: {o:)
: .
.:
."I;Y~~ r--
"
1600
""o
Cl.
: "f+fH -1'1
~
:
,.- -"
[...,/ 1/ "'.
--- V
)( l/ [,... L..-
~
'" 'lA YI ' ;1
VIL'
f-:-
Distance ~ Nautical Miles
NOTE
1. Fuel required indudes the fuel used far engine start, taxi, takeoff,
maximum climb tram sea level, descent to sea level and 45 minutes
reserve. Time required indudes the time during a maximum climb and
descent.
2. With INERTIAL SEPARATOR in BYPASS, in crease time by 1 % and fuel
by 2%, or CABIN HEAT ON, increase time by 1% and fuel by 3%.
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE
RANGE PROFILE
45 MINUTES RESERVE
2224 POUNDS USABLE FU EL
CONDITIONS:
Zera Wind
8750 Pounds
1900 RPM
1ii
15,000
u",
"
"O
'""
'"
10,000
"."
,,~t.
5000
800 900 1000 1100 1200 13001400

Range Nautical Miles
NOTE
1. This chart allows tor the fuel used tor engine start, taxi, takeoff,
climb and descent. The distance during a maximurn climb and
the distance during deseent are included.
2. With INERTIAL SEPARATOR in BYPASS, decrease range by
2%, or CABIN HEAT ON, decrease range by 3%.
Figure 5-40
SECTION 5
PERFORMANCE
CESSNA
MODEL 208B G1000
ENDURANCE PROFILE
45 MINUTES RESERVE
2224 POUNDS USABLE FUEL
CONDITIONS:
8750 Pounds
1900 RPM
5.0
6.0
7.0
Endurance ~ Hours
8.0
NOTE
1. This chart allows tor the fuel used ter engine start, taxi, takeoff,
climb and deseent. The time during a maximum climb and the
time during deseent are ncluded.
2. With
INERTIAL
SEPARATOR
in
BYPASS.
decrease
endurance by 2%, or CABIN HEAT ON, decrease endurance
by3%.
Figure 5-41
CESSNA
MODEL 2086 Gl000
SECTION 5
PERFORMANCE

TIME, FUEL, ANO OISTANCE TO OESCENO
CONDITIONS:
Flaps UP
Zera Wind
8750 Pounds
1900 RPM
140 KIAS Above 16,000 Fee!
160 KIAS Below 16,000 Fee!
Power Se! for 800 Feet per Minute Rate of Deseen!
Pressure
AI!itude
Feet
24,000
20,000
16,000
12,000
8000
4000
Sea Level
Deseent to Sea Level

Time
Fuel
Dist
NM
Minutes Pounds
30
25
20
15
10
5
O
116
101
85
64
Figure 5-42
44
23
O
91
75
59
43
28
14
O
CESSNA
MODEL 2086 G1000
SECTION 5
PERFORMANCE

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 specilied 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, ncrease distances

4. If 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 das hes,
operating temperature limits of the airplane would be
greatly exceeded. Those distances which are included
but the operation slightly exceeds the temperalUre limit
are provided far interpolation purposes only.
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

CONDITIONS:
Flaps FULL
POWER Lever IOLE afler clearing
Zero Wind
obstacles. BETA range (Iever
Maximum Braking
PROP RPM Lever MAX
against spring) afler touchdown.
Reler to Sheet 1 lor appropriate notes applicable to this chart.
Speed at 50 Feet:
78 KIAS
8500 Pounds:
-t O
G
.otal
lotal
lotal
Pressure
Grnd DistTo Grnd OistTo Grnd
Oist To
Altitude
RolI Clear 50 RolI Clear 50 RolI Clear 50
Feet
Feet
Feet
Foot
Foot
Foot
Feet
Obst
Obst
Obst
900
1725
1770
Sea Level
870
t675
935
1870
935
1770
970
1820
1005
2000
1925
1080
1980
4000
1005
1870
1040
1125
2040
1165
2095
6000
1080
1980
1165
2220
1210
2160
8000
2100
1255
1260
1310
2295
2360 _.
10,000
2230
1355
1415
2505
12,000
1360
2365
2435
1465
~(
30 t;
40 G
ota.
lota
ota.
Pressure
Grnd OistTo
Grnd
Grnd
Oist To
Oist To
Altitude
Feet
Feet
Feet
Foot
Foot
Foot
Feet
Obst
Obst
Obst
965
1820
1000
1865
1030
1910
Sea Level
2000
1040
1920
1075
1970
1110
2020
1120
4000
2035
1155
2085
1195 - -2140
- - - - ---------2210
1205
1245
2265
6000
2155
1285
2285
1345
2345
1390
2405
1300
8000
----1405
2490
10,000
242~_ -1450
----1515
1570
----2575
12,000
2645
FAA APPROVEO
CESSNA
MODEL 208B G1000
SECTION 5
PERFORMANCE

SHORT FIELD LANDING DlSTANCE
CONDITIONS:
Flaps FULL
POWER Lever tOLE afler clearing
Zero Wind
Maximum Braking
PROP RPM Lever MAX
against spring) afler touchdown.
8000 Pounds:
Speed at 50 Feet:
75 KIAS
1{ 1"(;
-1
O
Total
Total
Total
Pressure
Grnd
Dist To
Grnd
Dist To Grnd Dist To
Altitude
RolI Clear 50 Roll Clear 50 RolI Clear 50
Feet
Feet
Foot
Feet
Foot
Feet
Foot
Obst
Obst
Obst
Sea Level
815
1605
1650
845
880
1695
2000
1695
910
1740
945
1790
880
945
1790
980
1840
1015
1890
~O_. __
6000
1020
1895
1055
1950
1095
2000
8000
1100
2005
1140
1180
2120
2065
1185
2130
1230
1275
2190
~OO
-~
12,000
1280
2260
1330
2325
1380
2390
2
40
30
Total
Total
Total
Pressure
Grnd
Dist To Grnd
Dist To
Grnd
DistTo
Altitude
Feet
Feet
Foot
Feet
Foot
Feet
Foot
Obst
Obst
Obst
Sea Level
910
1740
940
1785
970
1830
2000
980
1835
1010
1885
1045
1930
4000
1940
1090
1995 - -1125
1055
2045
----6000
1135
2055
1175
2110
2165
1210
1225
2180
8000
1265
2235
1305
2295
----1320
2315
1365-- --2375
_10,O------12,000
1430
2460
1475
2525
---
---
CESSNA
MODEL 2086 Gl000
SECTION 5
PERFORMANCE

CONDITIONS:
Flaps FULL
POWER Lever IOLE after clearing
Zero Wind
Maximum Braking
PROP RPM Lever MAX
against spring) after touchdown.
,pee d at 50 Feet:
73 KIAS
7500 Poun ds:
S
-10
10 ;
O
, ota,
, ota,
' ota,
Pressure
Dist To Grnd
Dist To
Grnd
Grnd
Dist To
Altitude
Rol! Clear 50 Rol! Clear 50 Rol! Clear 50
Feet
Feet
Foot
Feet
Foot
Feet
Foot
Obst
Obst
Obst
Sea Level
765
795
825
1615
1530
1570
2000
1610
1655
825
855
885
1705
4000
1705
920
1750
885
955
1800
-- - - 6000
955
1800
990
1855
1030
1905
8000
1910
1070
1965
1110
1030
2020
1115
1155
2080
2OO
10,000
214g_
20~~
1295
12,000
1205
2150
1250
2210
2275
40
20 v
O-v
lotal
Total
lotal
Pressure
DistTo Grnd
Dist To
Grnd
Dist To Grnd
Altitude
Rol! Clear 50 Rol! Clear 50 Rol! Clear 50
Feet
Feet
Foot
Feet
Foot
Feet
Foot
Obst
Obst
Obst
Sea Level
1655
910
855
885
1695
1740
1750
2000
920
950
1795
980
1835
4000
1850
990
1020
1895
1055
194~_
6000
1065
1955
1100
2005
1140
2055
8000
1150
2075
1190
2125
1225
2180
1240
2200 -~ 2255
~?,OOO
----12,000
1340
2335
1385
2400
r-1
-----
-----

FAA APPROVED
SECTION 5
PERFORMANCE
CESSNA
MODEL 208B Gl000

CONDITIONS:
Flaps FULL
POWER Lever IOLE after clearing
Zero Wind
Maximum Braking
PROP RPM Lever MAX
against spring) after louchdown.
Reler to Sheet 1 lar appropriate notes applicable lo Ihis chart.
7000 Pounds:
Speed al 50 Fee!:
71 KIAS
-10
O
10
lotal
lotal
lolal
Pressure
Grnd
DislTo Grnd
Dist To Grnd
DislTo
Allilude
Feel
Feel
Foot
Feet
Foot
Feet
Foot
Obsl
Obst
Obst
715
1455
740
1495
770
1535
Sea Level
795
1620
2000
770
1530
1575
825
1710
1665
4000
825 - -1620
860
890
--6000
1710
925
1760
960
1810
890
995
1865
1035
1915
8000
1810
960
1035- - - -1920
1075
1975
2030
-.J 0,000
----~~1165
2155
1120
1205
12,000
2040
2095
20 c.;
4(
30
lotal
lotal
lotal
Pressure
Grnd
Dist To Grnd
DistTo Grnd Dist To
Altitude
Roll Clear 50 RolI Clear 50 RolI Clear 50
Feet
Feet
Foot
Feet
Foot
Feet
Foot
Obst
Obst
Obst
795
1575
825
1615
850
1650
Sea Level
1660
1705
915
1745
2000
855
885
1845
4000
920
1755
950
1800
985
6000
1855
1025
1905
1060
1950
990
1145
1965
1105
2020
2070
8000
1070
2085
1195
2140
10,00_c;._ 1155
----12,000
1250
2215
1290
2275
-----
-----
SECTION 5
PERFORMANCE
CESSNA
MODEl208B Gl000
This Page Intentionally left Blank
FAA APPROVED
CESSNA
MODEL 208B G1000
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LlST
WEIGHT ANO BALANCEI

EQUIPMENT LlST
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . .. . ........ .
. ........... 6-3
Airplane Weighing Form ...
... 6-4
Sample Weight and Balance Record.
. .6-5
................. 6-6
Airplane Weighing Procedures
Weight and Balance ......... .
.... 6-8
Weight and Balance Plolter. . . .
. ............. . . .... 6-11
Weight and Balance Record (Load Manilest) ... .
... 6-11
Crew and Passenger Loading .
.6-16
. .......... 6-17
Baggage/Cargo Loading ..
.6-17
Cabin Cargo Afea.
Cargo Pod .......... .
.6-22
.. 6-22
Maximum Zone/Compartment Loadings . . .
Center of Gravity Precautions . ........ .
..... 6-23
. .... 6-24
Cargo Load Restraint. .
. ....... .
Prevention of Movement. . . . . . . . . . . ..
. ....... .
6-24
Transportation of Hazardous Materials ..
.. 6-26
Equipment Lis!.
........ .
.. 6-26
.. 6-27
Cabin Internal Dimensions . ... ' ....... .
.6-29
Pod Internal Oimensions and Load Markings ...
Cabin Internal Load Markings .... .
.6-30
Cargo Barrier and Barrier Nets .......... .
..... 6-31
Cargo Partition Net ................... .
... 6-32
Maximum Cargo Sizes.
. ....... .
... 6-33
Cargo Tie-Down Attachments ....
... 6-34
.6-36
Cabin Internal Loading Arrangements .
.6-39
Cargo Pod Loading Arrangement. . ...... .
. .... 6-40
Loadlng-Tie-Down by Zone and Load . ........ .
Typical Cargo Restraint Methods ............. .
.. 6-41
.6-42
Weight and Moment Tables ........... .
..... 6-49
Sample Loading Problem
Center of Gravity Limits . . . . . . . . . .. . ............ .
Center of Gravity Moment Envelope .
.6-51
.6-52
SECTION 6
CESSNA
MODEL 208B G1000
CESSNA
MODEL 208B G1000
SECTION 6
INTRODUCTION
This seetlon describes the procedure for establishing the basle empty
weight and moment af the airplane. Sample forrns are provided for
reference. Procedures for calculating the weight and moment for
various operations are also provided.
In arder to achieve the performance and fHght characteristics which are
designad into the airplane, it must be flown within approved weight and
center 01 gravity limits. Although the airplane oflers flexibility 01 loading,
it cannot be flown with lull luel tanks and a lull complement 01
passengers or a normal crew and both cabin and cargo pod (if
installed) loading zones filled to maximum capacity. The pilot must
utiliza the loading flexibility to ensure the airplane does not exceed its
maximum weight limits and is loaded within the center af gravity range
belore takeofl.
Weight is important beca use it is a basis fer many flight and structural
characteristics. As weight increases, takeoff speed must be greater
since staU speeds are increased, the rate of acceleration decreases,
and the required takeoff distance increases. Weight in excess of the
rnaximum 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 the performance capability of the airplane, but loads fer 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 rolate lor lakeofl or flare lor
landing. Il the center 01 gravity is too lar aft, the airplane may rolate
prematurely on takeoff, depending on trim settings.
CESSNA
MODEL 2086 G1000
SECTION 6
WEIGHT & 6ALANCE/EQUIPMENT LlST
AIRPLANE WEIGHING FORM
AIRPLANE WEIGHING FORM
rr 15 THE RES~TaI~U"'''''O~'~,"~'''
oPERATOfI TO EN$lJR:E THAT THE

...APLANE IS LOADED PROPEALV
. - . - - - - - - - FUSELAGE 3TATIOO (FS) -INCHES
()
lOCATlNG CG WrTH AtRPLANE ON LANDlNG QEAR

FORMULA Ior l(ll1gihldinal ca
-=eell=:I=~&ar~~~~
(X)-(A)
ca Arm IX AlrplaM _ too+ (X)- (
LOCATlNG
MEASURING A AND 8
MEASURE A ANO B PEA PILOTS OPERAT-
) II\CIloG ING HANOBOOK INSTRUCT10NS 1'0
) 1"""",, AIt 01 Datum
ASSI.',' IN l.OCAnNG CG WlTH AIAPLANE
WEIGHED ON LANOING GEAR
ca W!TH AIRPLANE ON ,IACK rADS
FORMULA Ior loogiludirll CG

127.44 X
(NcseJa,*PuinINelWe~"'!'i' !~~~~i~~~~~~~~~
N~
and Al! Jad< Po.nf
We'IlI Tolal9d (
'1'
LOCATING PERCEN! MAC

FORMULA lo< l'e<cerrt MAC
c,~.",~c~~~~~22t
BASlC EMPTV WEIGHT AND CEN'Tt;R-oF-GRAVlTY TABLE
.,"'"
ITEN
(POUNDS)
.os
4111PV.NIi ICAlC\v;r;(1 ~
WfK"Holl)
;NCUJCtiOS
UNDAAlNABLE FLUIOS
f\>l.I. OI!.
"'10
O<'WtIJ\BUi UIWSN3I.E flJUU "., POUND5 PE!'! GAu.oN

s.\0208IlOOO1T1wu:l<>OllC(Ml9>foj_""",.."SI<2[)6...,
><IN2OI\8OOO,n.. _ _ '",dW,,"SK>oo-62
Iv><ISM2001l0090AndOo
CGARM
lINCHES)
" ..
"".,
24.1
MOMENT/l000
iINCH-I"OUNDSI1(0)
...
.,
B~SICE"...,..,.W(1G}f1"
2685T1099
Figure 61
;;:0
Om
OUl
m Ul
WEIGHT ANO BALANCE RECORD
(Continuous History of Changes in Structure or Equipment Affecting- Weight and Balance)

AIRPLANE MODEL:
ITEM NO
DATE
IN
OUT
ADDED +
DESCRIPTlON
OR ARTICLE OF MODIFICATION
As Delivered
-n
o'
c
iil
;(;
SERIAL NUMBER"
WEIGHT CHANGE
REMOVED
MOMENT
INCH-
RUNNING BASte
EMPlY WEIGHT
MOMENT
MOMENT
WEIGHT
INCHINCHpaUNOS INCH
paUNOS INCH
POUNDS
POUND/l000
POUNOfl000
POUNDll000
WEIGHT ARM
WEIGHT ARM
N>
PAGE NUMBER:
m
==
ro
el
G> o
J:
-1
z
e
Gi
ti]
>
z :!i
!lO
(") ro
m l!
~
m o
;U
(")
;U
O m
e ;;:Ul
~
mm
ZO
-j-j
rO
-O>
SECTION 6
CESSNA
MODEL 208B G1000
INTRODUCTION
(Continued)
A properly loaded airplane, however, will perform as ntended. Before
the airplane is lieensed, a basie empty weight, eenter 01 gravity (C.G.)
and moment are computad. Specific nfarmatlan regarding the weight,
arm, moment, and installed equipment ter this airplane as delivered
lrom the laetory can be lound in the plastie envelope in the baek 01 this
POH/AFM. Using the basie empty weight and moment, the pilot can
determine the weight and moment ter 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 properly. Operation outside
of prescribed weight and balance limitations could
result in an accident and serious or fatal injury,
AIRPLANE WEIGHING PROCEDURES

1. Preparation:
a. Remove al! 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 fue!.
d. For aireral! with non-standard (optional) equipment installed,
see the appropriate POH/AFM supplement lar additional
weighing procedures.
e. Service engine oi! as required to obtain a normal full
indieation (MAl< HOT or MAl< COLO, as appropriate, on
dipstiek).
f. Slide to move pilot and frent passenger seats to position the
seat locking pins on the back legs of ea eh seat at Fuselage
Slation 145.0. Aft passenger seats (il installed) have
recommended fixed positions and should be located, using
a Fuselage Station location code on the seat rails, as
described jn the Cabin Internal loading Arrangements
figure. In the event the aft seats were moved to
aeeommodate a eustom loading, they should be returned to
the standard locations prior to weighing.
g. Raise flaps to fully retraeted positions.
h. Place all control surfaees in neutral position.
CESSNA
MODEL 208B G1000
SECTION 6
WEIGHT & BALANCEfEQUIPMENT LlST
AIRPLANE WEIGHING PROCEDURES (Continued)

2. Leveling:
a. Place sea les under each wheel (mnimum scale capacity,
2000 pounds nose, 4000 pounds each main). The main
landing gear must be supported by stands, blocks, etc., on
the main gear scales to a pasition at least tour nches higher
than the nose gear as it rests on an appropriate scale. This
nitial elevated pasition will compensate tar the difference in
waterline 5tation between the main and nose gear so that
final leveling can be accomplished solely by deftating the
nose gear tire.
b. Dellate the nose tire to properly center the bubble in the
level (see Airplane Weighing Form). Since the nose gear
strut contains an oil snubber tor shock absorption rather
than an air/oil strut, it can not be deflated to aid in alrplane
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. Oeduct 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 01 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 lrom 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 from 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.
SECTION 6
WEIGHT & BALANCEIEQUIPMENT LlST
CESSNA
MODEL 208B G1000
WEIGHT ANO BALANCE

The following information wil1 enable you to operate your Cessna within
the prescribed weight and center af gravity limitations. To figure weight
and balance, use the Sample Loading Problem, Weight and Moment
Tables, and Center 01 Gravity Moment Envelope as lollows:
1. Take the basic empty weight and moment from appropriate
weight and balance records carded 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 momentl
1000 ter each additional tem to be carried, then list these on the
loading problem.
NOTE
Information on the Weight and Moment Tables tar different
fuel grades is based on average fuel density at fuel
temperatures of 60F. However, fuel weight increases
approximately 0.1 pounds per gallon lor each 25F

decrease in fuel temperature. Therefore, when
environmental 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 25F decrease in
fuel temperature. Assume the tanks are completely filled
and the luel temperature is at 35F (25F below the 60F

noted on the chart).
CESSNA
MODEL 208B G1000
SECTION 6
WEIGHT ANO BALANCE

3.
(Continued)
Calculate the revised luel weight by multiplying the total usable
luel by the sum 01 the average density (stated on chart) plus the
ncrease in density estimated for the lower fuel temperature. In
this particular sample, as shown by the calculation below, the
resulting fuel weight ncrease due to lower fue! temperature will
be 33.6 pounds over the 2224 pounds (Ior 332 galions) shown
on the chart, which might be significant in an actual leadlng
situation:
332 gallons X (6.7 + 0.1 pounds per galion) = 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)
451.7 (average moment)
X
- 2257.6 (revised weightl

2224 (average weight)
=(451.7 X 2257.6) 12224

=
The revised moment 01 X 458.5. This value would be used on

the Sample Loading Problem as the momenU1000 in conditions
representad by this sample.
(Continued Nex! Pagel
SECTlON 6
CESSNA
MODEL 208B G1000
WEIGHT ANO BALANCE (Continued)

NOTE
Infarmatian on the Weight and Moment Tables for crew,
passenger, and cargo is based on the pilot and front
passenger sliding seats positioned ter 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
Statian 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. Far
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) 01 the item being loaded. must be made
if the positlon 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 mament must be
calculated by multiplying the occupant weight times the arm
in inches. A point nine inches forward af the intersection of
the seat bottom and seat back (with cushions compres sed)
can be assumed to be the occupant C.G. For a reference in
determining the arm, the forward face of the raised aft
cargo f100r is Fuselage Statian 332.0.
Total the weights and moments/1000 and plo! these values on the
Center of Gravity Moment Envelope to determine whether the point
falls within the envelope. and il the loading is acceptable.
WARNING

the airplane is correctly loaded. Operation outside
result in an accident and serious or fatal injury.
CESSNA
MODEL 208B G1000
SECTION 6
WEIGHT ANO BALANCE RECORD (LOAD MANIFEST)

MAXIMUM STRUCTURAL WEIGHTS
MAX RAMP
8785 LBS
MAX TAKEOFF
8750 LBS
MAX LANDING
8500 LBS
INDEX FORMULA
~ASIC AIRPLANE INDEX = WT (ARM -192) + 500
OAD ITEM INDEX
500
WT (ARM -192)
500
POD STATION
ARM
CENTROID
(C.G.ARM)
= (IF NEG.
SUBTRACT
FROM 1000)
CENTROID
C.G.ARM
CABIN STATlON
ARM
~~100.00
E
135.5
132.4r: .... 15475
182.1
ZONE
1
172.1
. B
(2)
---ti@
188.7
............. 209.35
2
217.8
233.4t c
287.6.-~
246.8
257.35 264.4
294.5
- 4
\~-332.00
CARGOPOD
319.5
344.0
282.0
307.0
332.0
--~-
CABINCARGO
Figure 63 (Sheet 2)
356.0
SECTION 6
CESSNA
MODEL 2086 G1000
CREW ANO PASSENGER LOAOING

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 tor seat pasition.
The Passenger Version has aft passenger seating with two
configurations of Commuter Seating.
The first Commuter Seating configuration has three individual, fixedpasition passenger seats on the left side of the cabin, and three two
place fixed-position, bench seats located on the right side of the cabin
in a side-by-side arrangement.
The second Commuter Seating configuration neludes tour individual,
fixed-position, passenger seats on the left side of the cabin and tour
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.
CESSNA
MODEL 2088 G1000
SECTION 6
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 Ilne labeled "75%~ is prominently
marked alon9 each sidewall as a loading reference. As indicated on a
placard on the lower cargo door, zones forward af the last loaded zona
must be at least 75% lull by volume. Whenever possible, each zone
should be loaded to its maximum available volume prior to loading the

next zon9. An additional placard located on the right sidewall between
Zones 5 and 6 cautions that il the load in Zone 5 exceeds 400 pounds,
a cargo partition net (il available) is required aft 01 the load or the load
must be secured to the f1aor.
A cargo barrier and three barrier nets may be installed directly behind
the pitot's and front passenger's seats. The barrier and nets preclude
loase cargo from moving forward into the pilot's and front passenger's
5tation5 during an abrupt deceleration. The barrier consists af a Ushaped assembly af 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 8tation 166.0. The cargo barrier nets consist of
three nets, one fer the left sidewal1, one for the right sidewall, and one
lor the center. The left and right nets il! 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 quickrelease fasteners each, three on each side. The center net fills in the
opening in the top center ot the barrier. The center net is tastened with
tour fasteners, two on each side. Horizontal lines labeled 75% are
marked on the aft side ot the cargo barrier. Placards aboye the
horizontal tines caution that the maximum al10wable load behind the
barrier is 3400 pounds total, and that zones lorward 01 the last loaded
zone must be at least 75% full by volume. Refer to the Cargo Barrier
and Barrier Nets figure ter additional details.
SECTlON 6
CESSNA
MODEL 208B G1000

WARNING
When utilized, the cargo barrier and ils atlached

neis provide cargo lorward crash load restraint
and proleclion of Ihe pilot and front passenger;
however, the cargo musl slill be secured lo
prevent il from shifting due lo takeoff, flighl,
landing,
and
taxi
acceleralions
and
decelerations. On Ihe passenger version, if
passengers as well as cargo, are localed aft of
Ihe barrier, cargo placemenl musl allow
movemenl and exil of Ihe passengers and Ihe
cargo musl be secured for crash load reslraint
condilions. Refer lo Cargo Load Reslraint in Ihis
section for addilional informalion concerning
cargo reslrainl wilh and wilhoul a cargo barrier.
Make sure Ihe barrier nel fasteners are secured

for takeoff, landing, and inflighl operalions, and
are momentarily detached only for movemenl 01
Ihe neis for loading/unloading of ilems through
Ihe crew area.
Cargo partition nets are available and can be installed to divide the
cargo area into convenent compartments. Partitions may be installed in
all 01 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 tar added
strength. The ends af the straps have quick-release fasteners which
attach to the f100r tracks and two f1oor-mounted anchor plates located
just 10IWard 01 the raised cargo floor and other anchor plates on the
sidewalls and ceiling. Four straps have adjustable buckles ter
tightening the straps during installation af the partition. Reter to the
Cargo Partition Nets figure far 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% fui!.
Cargo loading that does not meet these requirements must be secured
to the cabin f1oor.
CESSNA
MODEL 208B G1000
SECTION 6

CAUTION
The maximum cargo partition load is the sum 01 any
two zones. No more than two adjacent zones can be
divided by one partition. The partitions are designed to
prevent the cargo Irom shifting lorward and aft in flight.
They should not be considered adequate to withstand
crash loads and do not replace the need lor a cargo
barrier.
Various tie-down belt assemblies and tie-down ring anchors are
available tor securing cargo within the airplane. The belts may also be
used tor tying down the airplane. A standard configuraban i5 offered
and contains three 3000-pound rated bell assemblies with ratchet-type
adjusters and six single-stud, quick-release tie-down ring anchors. A
heavy-duty configuration consists 01 three 5000-pound rated belts with

ratchet-type adjusters and six double-stud, quick-release anchors.
Three 5000-pound rated belts with overcenter-type locking devices are
al so avaHable lar heavy-duty use. The six single-stud and double-stud

tie-down ring anchors are also avaHable separately. The single-stud
anchors can be attached to any tie-down point in the airplane which
isn't placarded tor attachment tor partition nets only, whereas the
double-stud anchors can be attached to the aft seat tracks only. See
the Cargo Tie-Down Attachments figure tor maximum load ratings and
tie-down ring anchor spacing restrictions.
Reter to Maximum Zone/Compartment Loading tor maximum zone
weight limits.
SECTION 6
WEIGHT & BALANCE/EQUIPMENT lIST
CESSNA
MODEL 208B G1000
CARGOPOD
The airplane can be equipped with an 111.5 cubic loot capacity cargo
pod atlached to the botlom 01 the luselage. The pod is divided into lour
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 pounds. Each compartment has a
loading door located on the left side 01 the podo The doors are hinged at
the botlom, and each has two latches. When the latch handles are
rotated to the horizontal position with the doors closed, the doors are
secured. Reter to the Pod Internal Dimension and Load Markings and
Cargo Pod Loading Arrangements figures tor additional details.
MAXIMUM ZONE/COMPARTMENT LOADINGS

Maximum zone loadings are as follows:
WEIGHT LIMITS (Pounds)
.... UNSECURED
SECURED
C.G.
lQNE!
COMPARTMENT
VOLUME
(CUBle
FEET)
BY
USING
PARTITIONS QR
(STATION
TIE-DOWNS
IN CARGOPOD
LOCATIDN)
FUSELAGE
1
2
3
4
5
6
52.9
109.0
63.0
43.5
40.1
31.5
1780
3100
1900
1380
1270
320
415
860
495
340
315
245
172.1
217.8
264.4
294.5
319.5
344.0
CARGOPOD
A
B
C
O
23.4
31.5
27.8
28.8
230
310
270
280
132.4
182.1
233.4
287.6
* THIS 15 THE MAXIMUM CARGO AlLOWED IN THE BAY INDICATED.

**OENSITY MUST BE 7.9 LBS/FT3 OR LESS ANO BAY 75% OR MORE FULl.
CESSNA
MODEL 2086 G1000
SECTION 6
WEIGHT & 6ALANCEIEQUIPMENT LlST
CENTER OF GRAVITY PRECAUTlONS

Since the airplane can be used
tar
cargo missions, carrying various
types of cargo in a variety of loading configurations, precautions must

be taken to protect the lorward and aft C.G. limits. Load planning should
nelude a careful comparison of the mission requirements with the
volume and weight limitation in each loading zone and the final airplane
C.G. 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 af 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. ofthe cabin cargo area zone andl
or cargo pod compartment. Loading personnel must maintain strict
accountability fer loading correctly and accurately, but may not always
be able to achieye an idealloading. A means 01 protecting the C.G. aff

[mit is provided by supplying an aft C.G. location warning area between
38.33% MAC and the maximum allowable aft C.G. 01 40.33% MAC.
The warning area is indicated by shading on the C.G. Moment
Envelope and C.G. Umits figures.
CAUTION
This shaded area should be used only il aeeurate
C.G. determination can be obtained.
Exereise eaution while loading or unloading heayy
cargo through the cargo doors. An ideal loading in
eyery other respeet can still cause tail tipping and
struetural damage il proper weight distribulion is
ignored. For example, heayy cargo loaded trough
the doors and plaeed momentarily in zones 4 and 5,
plus the weight 01 personnel required lo moye it to a
lorward zone, could cause an out-ol-balanee
eondition during loading.
SECTION 6
CESSNA
MODEL 208B Gl000
CARGO LOAD RESTRAINT

PREVENTION OF MOVEMENT
Cargo restraint requires the prevention af movement in five principal
directions: forward, aft, upward (vertical), left (side), and right (side).
These movements are the result af torces exerted upon the cargo due
to acceleration or deceleration af the airplane in takeoffs and landings
as well as torces due to air turbulence in f1ight. Correct restralnt
prevides the proper relationship between airplane configuration (with or
without barner), weight af the cargo, and the restraint required.
Restraint is required tar flight, landing, taxi loads, and tar crash loads.
Cargo must be tied down tar f1ight, 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 Atlachments figure
should be used fer each tie-down. Consistent use of these loading
criteria 15 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 load s is provided. The maximum rated load s specifted
fer loadings with a barrier installed shown in the table in the Cargo TieDown Attachments figure should be used for each tie-down. With a
barrier instaHed, all cargo must be loaded such that loading zones
forward of the last loaded zone must be 75% full by volume.
CESSNA
MODEL 208B G1000
SECTION 6
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.
Reter to the Typical Cargo Restraint Methods figure ter diagrams af

typical cargo tie-down methods ter prevention ef movement. Also, the
cargo partition nets available ter the airplane can be installed at
Fuselage Stations 188.7, 246.8, 282.0, 307.0 and 332.0 to divide the
cabin cargo afea nto compartments. If the partitions are usad, they
must be used in conjunction with the cargo barrier. Sinca partitions are
not designed to withsand crash load s, they cannot be considered as a
replacement lor the barrier. Each partition will withstand the lorward
and aft operational loads applied during takeoff, flight, and landing by
any two zones forward or aft af the partition. Use af the partitions wiH
allow loading 01 the zones without tying down the cargo il the load
density is not 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 f1oor.
LOADING OF PIERCING OR PENETRATING ITEMS

Regardless of cargo locatlon, 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 shaU 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 complled with, the piercing or penetrating items
shall be tied down separately.
SECTION 6
WEIGHT & BALANCEIEQUIPMENT LlST
CESSNA
MODEL 208B G1000
TRANSPORTATION OF HAZARDOUS MATERIALS
I
I
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 materals may be carried in any
lacation within this area.
In addition to the pilot-in-command and f1ight crew member (if used),
other personnet such as cargo receiving and loading personnel should
be properly trained concerning the acceptance, handling, 5torage,
loading and unloading of hazardous materials jf these materials are to
be carried. Infarmatlan and regulations pertaining to the air
transportation of hazardous materials is outlined in the Code of Federal
Regulations (CFR) Title 49 and in the International Civil Aviation
Organization (ICAO) Technical Instructions lor the Sale Transport 01
Dangerous Goods by Air.
EQUIPMENT LlST
For a complete list of equipment installed in the airplane as delivered
from the manufacturer, refer to the equipment list furnished with the
airplane.
CESSNA
MODEL 208B G1000
SECTION 6
CENTER OF GRAVITY LlMITS
Airplane C.G. Location Millimeters AfI of Datum (STA. 0.0)

4645
4745
1814
180
185
190
195
200
205
Airplane C.G. Location Inches Aft of Datum (STA. 0.0)
WARNING

the airplane is loaded correctly. Operation outside
result in an accident and serious or fatal injury.
Figure 6-17*
SECTION 6
CESSNA
MODEL 208B G1000
CENTER OF GRAVITY MOMENT ENVELOPE
Center 01 Gravity
Moment Envelope
CODE
2000
1800
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
moment envelope. Points falling within this
shaded area should be used only if accurate
C.G. determination for cargo loadings can be
obtained.
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 6-18'
CESSNA
MOOEL 208B G1000
SECTION 7
AIRPLANE ANO SYSTEMS OESCRIPTION
AIRPLANE & SYSTEMS DESCRIPTIONS

TABLE OF CONTENTS
Introduction .. .
Airframe . ........ .
Cargo Pod ... .
Flight Controls .
Trim Systems
Flight Control and Trim System .. .
Instrument Panel . ............. .
Garmin Interfaces . ...... .
Page
...... 7-7
.7-7
........... 7-8
. .7-9
.. 7-9
.7-10
.7-13
.. .. .7-13
. ... 7-14
Panel Layout . ... .
. ........ 7-14
Control Pedestal .
. ...... .
Typicallnstrument Panel. . .
. .......... .
. ... .7-15
Left Sidewall Switch and Circuit Breaker Panel ..
.7-17
Overhead Panel .... .
.7-17
Overhead Panel .............. .
.7-18
Typical Left Sidewall Switch
and Circuit Breaker Panel
.7-19
CAS Messages . . . . . . . . . .
.7-20
Ground Control . . . . . . . . . .
........
.7-22
Minimum Turning Radius
.7-23
Wing Flap System . . . . . . . . .
.7-24
Landing Gear System .
.........
. ........ 7-25
Baggage/Cargo Compartment. .
. ........ 7-26
Seats .
.........
. ........ 7-26
Pilot's and Copilo!'s Seats...
. ........ 7-26
Aft Passengers' Seat (Commuter) (Passenger Version) ....... 7-27
. .7-27
Aft Passengers' Seat (Utility) (Passenger Version). . . .
Headrests
......................
.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 Copilo!'s
seats). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... 7-31
Cabin Entry Ooors .
. . . . . . . . . . . . . . . . .. . ..... 7-33
Crew Entry Ooors . . . .
........
. .7-33
Passenger Entry Ooor (Passenger Version Only).
. .7-34
SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION
CESSNA
MODEL 2088 G1000

Cargo Doors ..
Cabin Windows
Control Loeks .
Engine . . . . .
. ........ .
Typical Engine Components
Engine Controls . .. .
Power Lever . ... .
Emergency Power Lever
Propeller Control Lever . .
Fuel Condition Lever .
. ......... .
Quadrant Friction Lock. . .
. ...... .
Engine Instrument System (EIS) ... .
Torque Indications .............. .
Propeller RPM Indieations .... .
In Indieator ...... .
Gas Generator RPM Indications ........
. ...
Fuel Flow Indieations .
. ...
011 Pressure Indication. .
.
Oil Temperature Gage . . .
New Engine Break-In and Operation .
. .....
Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . .
.
Ignition System. . . .
. .........
. ...
Air Induetion Syslem . . . . . . .
Inertial Separator System.
. ........
Engine Air Flow . . . . . . . . .
. ......
Exhaust System . . . . . .
. ...
. ...
Engine Fuel System. .
Cooling System
.......
Starting System . . . .
. ......
Engine Accessories . . .
Oil Pump . . . . . . . .
Fuel Pump . . . . . . . . . . .
. . . . . . ..
Ng Tachometer-Generator. . . . . . . . . . . . . . .
Propeller Tachometer-Generator.
Torquemeter. . . . . . . . . . .
Starter/Generator.
........
Interstage Turbine Temperature Sensing System . .
Propel1er Governor . . . .
. ........ .
Page
7-37
7-39
7-39
7-40
7-42
7-43
7-43
7-44
7-45
7-45
7-46
7-46
7-47
7-47
7-47
7-47
7-48
7-48
7-48
7-48
7-49
7-50
7-51
7-52
7-53
7-54
7-54
7-55
7-56
7-56
7-57
7-57
7-57
7-58
7-58
7-58
7-58
7-59
CESSNA
MODEL 208B G1000
SECTION 7
page
Propeller Overspeed Governor . .
. 7-59
Engine Fire Detection System. .
. .... .7-60
Engine Gear Reduction System
.... 7-60
Chip Detectors . .
. ... 7-61
Oil Breather Drain Can
....... 7-61
Propeller .. . . . . . . .
. ... 7-61
Propeller Anti-Ice Boots
...... 7-62
.7-64
Overspeed Governor Test Switch.
Fuel System. . .
.7-64
Fuel System Figure. . . .
.7-66
Fuel Quantity Data . . . . . . . . . . . . . . . .
.7-67
Firewall Fuel Shutoff Valve
.... 7-68
Fuel Tank Selectors. . . . . . .
. ... 7-68
Fuel Selectors Off Warning System .
. .. .7-68
. ......... 7-69
Fuel Boost Pump Switch. . . . . . . . . .
Fuel Flow Indication . . . . . .
. ......... 7-70
Fuel Quantity Indications.
.7-70
Wing Tank Fuel Low CAS Message
... 7-70
Reservoir Fuel Low CAS Message. . . . . . . .
. .. 7-71
Fuel Pressure Low Warning CAS Message .
. .......... .7-71
.7-71
Fuel Boost Pump On CAS Message. . . . . . . . .
Drain Valves
... . 7-71
Fuel Drain Can...........
. .. 7-72
Fuel Pump Drain Reservoir. .
. . . 7-72
Brake System
..... 7-73
Electrical System. .
.7-74
Standby Electrical System.
. .. 7-74
.7-75
Generator Control Unit ..
Ground Power Monitor. .
. ......................... 7-75
Battery Switch.
....... .....
.7-75
.........
. .. 7-76
Starter Switch. . .
Ignition Switch . ..
. ................. 7-76
Generator Switch
.7-76
Standby Alternator Power Switch ..
. . . . . . . . . . ...... 7-76
. .......... 7-77
Avionics Power Switches ...
. ... 7-77
Avionics Standby Power Switch . ......... .
Avionics Bus Tie Switch
.. 7-77
Typical Electrical System ...
. .7-78
SECTION 7
CESSNA
MODEL 208B G1000

Extemal Power Switch . ...... .
Circuit Breakers ........... .
Voltage and Amperage Display.
Ground Serviee Plug Receptade.
Lighting Systems
Exterior Lighting. . . . . . . . . .. . ....... .
Navigation Lights ..
Landing Lights ....
Taxi/Recognition Lights ...
Strobe Lights .....
Flashing Beacon Light ....
Courtesy Lights ..
Interior Lighting ...... .
Garmin Displays, Optional ADF, and
HF Displays (if installed) .......... .
Standby Indicator Control Knob .. .
Switch/Circuit Breaker Panel Control Knob .
Circuit Breaker/Pedestal/Overhead Panel Knob .
Left Flood Lighting Control Knob ........... .
Right Flood Lighting Control Knob ..
Control Wheel Maplight . .. . .......... .
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 Knob.
Cabin Heating, Ventilating and
Defrosting System (Cargo Version) figure
Mixing Air Push-Pull Control .......... .
AftlForward Cabin Push-Pull Control.
DefrostlForward Cabin Push-Pull Control.
Cabin Heat Firewall Shutoff Knob ..
Vent Air Control Knobs ............. .
..
Instrument Panel Vent Knobs . .. . ...... .
Ventilating Outlets . . . . . . . . . . .. . ....... .
. .......
Oxygen System . . .
. . . . . . . . . ....... .
Page
7-81
7-81
7-81
7-82
7-82
7-82
7-82
7-83
7-83
7-83
7-84
7-84
7-84
7-84
7-85
7-85
7-85
7-85
7-85
7-85
7-86
7-86
7-86
7-87
7-87
7-87
7-88
7-88
7-89
7-91
7-92
7-92
7-92
7-93
7-93
7-93
7-93
CESSNA
MODEL 208B G1000
SECTION 7

Page
Pitot-Static System And Instruments . . .
. . . . . . ..
..7-94
Airspeed Indicators . . . . . . . . . .
. ............. 7-95
Vertical Speed Indicators. . . . .
..........
. ..... .7-95
Altimeter (Standby Instrument Panel) . . . . . . . .. . .......... 7-95
Vacuum System and Instruments . ........................ . 7-96
Attitude Indicator (Standby Instrument Panel).

. ........... 7-96
. .7-96
Low-Vacuum Warning Flag.
Typical Vacuum System . . . .
. ......... 7-97
Stall Warning System. . . . . . . . . .
.7-98
Avionics Support Equipment .
. . . . . . . . . . .. ..7-99
Avionics Cooling Fan
.........
. ........ . 7-99
Microphone-Headset Installations ....

. ........... 7-99
Static Dischargers.
. ....... 7-100
12VDCPowerOutlet
. . . . . . . . . . . ........... 7-100
Auxiliary Audio Input Jack.
.7-101
Cabin Features .. .. .. .. .
.. .. .. .. .. ..
.7-101
Cabin Fire Extinguisher. . .. ........... ...........
.7-101
Sun Visors. . . . . . .
..........
. 7-102
Chart and Storage Compartments....................... 7-102
Miscellaneous Equipment
..........
. .7-102
Engine Inlet Covers and Propeller Anchors . . . . . . . . . . . .. .7-102
Crew Entry Step Assembly . . . . .
. ................. .7-103
Cargo Barrier and Nets . . .. ........................ .7-103
Cargo Partitions ................................... . 7-103
Cargo Door Restraining Net . .
. ......... 7-103
Cargo/Airplane Tie-down Equipment
........ 7-104
Hoisting Rings.
. ................. .7-104
ReliefTube . . . . .
.7-104
Oil Quick-drain Valve.
. . . . . . . . . . . . . . . . . . . . .. . .. 7-104
SECTION 7
CESSNA
MODEL 2088 Gl000
This Page Intentionally Left 81ank
CESSNA
MODEL 208B G1000
SECTION 7
1YPICAL LEFT SIDEWALL SWITCH ANO CIRCUIT

BREAKER PANEL
1. AVIONICS POWER SWITCH/BREAKERS (2)
2. AVIONICS BUS TIE SWITCHlBREAKER

3. AVIONICS STANDBY POWER SWITCH/BREAKER
4. STARTER SWITCH
5. IGNITION SWITCH
6. STANDBY POWER SWITCH
7. STANDBY POWER INDICATOR LlGHT
8. FUEL BOOST SWITCH
9. GENERATOR SWITCH
10. EXTERNAL POWER SWITCH
11. BATTERY SWITCH
12. GENERAL CIRCUIT BREAKER BUS 1
13. GENERAL CIRCUIT BREAKER BUS 2
6 98 10
2~~\\ 7\\~ \11
1~l1!~
_ _o
, Ir-
12
"l
-==-0 o o aooaao@
r .
"1
0000000000
Ir:']
12
-0000000000
""'00 O 00
r
12
6~o-~
"
13
13
+-oo~6-ooooo00
.r
"
O O O O
13
O O O 0"0'
J
Figure 7-4
SECTION 7
CESSNA
MODEL 208B G1000
CAS MESSAGES
1. OIL PRESS LOW (RED) - Indieates engine oil pressure is less
than 40 psi.
2. VOLTAGE LOW (RED) - Indieates eleetrieal system bus voltage

is 24.5 volts or less and power is being supplied from the battery.
3. VOLTAGE HIGH (RED) - Indieates eleetrieal system bus voltage
is greater than 32.0 volts.
4. ENGINE FIRE (RED) - Indieates an exeessive temperature

condition and/or fire has occurred in the engine compartment.
5. RSVR FUEL LOW (RED) - Indieates the fuellevel in the reservoir

tank is approximately one-half or less. With the fuel reservoir full,
there is adequate fuel tor approximately 3 minutes of maximum
continuous power or approximately 9 minutes at die power.
6. EMERG PWR LVR (RED) - Indieates when the Emergeney
Power Lever is out of the stowed (Normal) pasition prior to and
during the engine start (ITI in the OFF and STRT modes ONLY).
7. FUEL SELECT OFF (RED) -Indieates left and right fuel seleetors
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 indieate that the FUEL SEL WARN cireuit breaker
has been pulled.
8. GENERATOR OFF (AMBER) - Indieates that the generator is not
connected to the aircraft bus.
9. DOOR UNLATCHED (AMBER) - Indieates the upper cargo door
and/or upper aft passenger door (passenger version only) are not
latehed.
10.L FUEL LEVEL LOW (AMBER) - Indieates fuel quantity in the left
fuel tank is 25 gallons (170 lbs) or less.
CESSNA
MOOEL 208B G1000
SECTION 7
CABIN WINDOWS
The airplane ls equipped with a two-piece windshield reinforced with a
metal center strip. The passenger version has sixteen cabin side
windows af the fixed type including ene each in the two crew entry
doors, two windows in the cargo door upper seetlon, and cne window in
the upper seetion af the passenger entry door. The pilot's side window
incorporates a 5mall triangular toul weather window. The toul weather
window may be apened ter ground ventilation and additional viewing by
twisting the latch. The cargo versian has only two cabin side windows,
ene in each crew entry door.
CONTROL LOCKS
A control lack ls provided to lack the aileron and elevator control
sulfaces to prevent damage to these systems by wind buffeting while
the airplane is parked. The lock consists 01 a shaped steel rod and flag.
The flag identifies it as a control lock and cautions about its removal
belore starting the engine. To install the control lock, align the hole in
the right side 01 the pilo!'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 hales. Installation of the lock will secure the ailerons in a
neutral position and the elevators in a slightly trailing edge down
position. Proper instaHation of the lock will place the flag over the left
sidewall switch panel.
The Rudder 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 lacated below the lock
handle shaft on the left side 01 the tailcone explains the operation 01 the
rudder gust lock. The rudder gust lock 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)
SECTION 7
CONTROL LOCKS
CESSNA
MOOEL 2086 G1000
(Continued)
The Rudder Gust Lock has a fail-safe connection to the elevator control
system to ensure that jt will always be disengaged befare the airplane
beco mes airborne. This fail-safe connection automatically disengages
the lock when the elevator is deflected upward about one-Iourth 01 its
travel from neutral. The pilot 1S responsible tar 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 pasition after the control lock is removed and befare starting
the engine. If these procedures are not followed the rudder and rudder
pedals will be locked in the neutral pasition 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 shoutd always be
engaged prior to engaging the Rudder Gust lock when securing the
airptane after shutdown.
NOTE
The controllock and any other type 01 locking device should
be removed or unlocked prior to starting the engine.
ENGINE
The Pratt & Whitney Canada Inc. PT6A-114A powerplant is aIree
turbine engine. tt utilizes two independent turbines; one driving a
compressor in the gas generator section, and the second driving a
reduction gearing for the propetler.
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
centrifugat 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. 1t is then routed
through straightening vanes nto the combustion chamber.
CESSNA
MODEL 2088 G1000
SECTION 7
PROPELLER GOVERNOR
The propeller governor is located in the 12 o'clock pasition 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 sectlon built into the unit. Its function ls 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 apened by flyweight aetion to bleed off
compressor discharge pressure through the governor and computing
section of the fuel control unit. When this oecurs, compressor discharge
pressure, acting on the fuel control unt governor bellows, decreases
and moves the metering valve in a closing direction, thus reducing fuel
fiow to the fiow divider.
PROPELLER OVERSPEED GOVERNOR

This propeller overspeed governor is located at the 10 o'clock position
on the tront case of the reduction gearbox. The governor acts as a
safeguard against propeller overspeed should the primary propeller
governor tail. The propeller overspeed governor regulates the flow ot oil
to the propeller pitch-change mechanism by means 01 a fiyweight 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 lar ground test. The OVERSPEED GOVERNOR

PUSH TO TEST Switch is located on the left side 01 the instrument
panel. For a discussion
Propellers in this section.
ot
this switch, refer to the paragraph titled
SECTION 7
CESSNA
MODEL 2088 G1000
ENGINE FIRE DETECTION SYSTEM
The engina frre detection system consists of a heat sensor in the

engine compartment, a Red ENGINE FIRE CAS MSG located on the
PFO, and a warning horn aboye the pilot. The heat sensor consists of
three flexible dosed loops. When high engins compartment
temperatures are experienced, the heat causes a change in resistance
in the closed loops. This change in resistance is sensed by a control
box, located on the aft si de 01 the firewall, which will illuminate the Red
ENGINE FIRE CAS MSG and trigger the audible warning horno Fire
warning is nitiated when temperatures in the engins compartment
exceed 425'F (218'C) on the lirst section (firewall), 625'F (329'C) on
the second section (around the exhaust), or 450'F (232'C) on the third
section (rear engine compartment).
A test switch, labeled TEST SWITCH, FIRE DETECT - UP, is located
on the lower left comer of the instrument panel. When this switch Is
placed in the UP position, the Red ENGINE FIRE CAS MSG will
iIIuminate on the CAS system and the warning horn will sound
indicating that the tire warning circuitry is operational. The system is
protected by a pull-off type circuit breaker, labeled FIRE DET, on the left
sidewall switch and circuit breaker panel.
ENGINE GEAR REDUCTlON SYSTEM

The reduction gear and propeHer shaft, located in the tront of the
engine, are housed in two magnesium alloy castings which are bolted
together at the exhaust Qutlet. The gearbox contains a two-stage
planetary gear train, three accessory drives, and propeller shatt. The
first-stage reduction gear is contained in the rear case, while the
second-stage reduction geaf, accessory drives, and propeller shaft are
contained in the tront case. Torque from the power turbine is
transmitted to the first-stage reduction gear, from there to the secondstage reduction geaf, and then to the propeller shatt. The reduction
ratio is from a maximum power turbine speed of 33,000 RPM down to a
propeller speed 01 1900 RPM.
The accessories, located on the tront case of the reduction gearbox,
are driven by a bevel gear mounted at the rear of the propeller shaft
thrust bearing assembly. Orive shafts from the bevel drive gear transmit
rolational 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
bearlng assembly rocated 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 keywasher and spanner nut. A thrust bearing cover assembly is secured
by bolts at the front f1ange of the reduction gearbox front case.
CESSNA
MODEL 2086 G1000
SECTION 7
CHIP DETECTORS
Two chip detectors are installed on the engina, cne on the underside af
the reduction gearbox case and cne on the underside of the accessory
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 cne or both af the chip detectors.
IIIumination 01 the Amber CHIP DETECT CAS MSG necessitates the
naed tor inspection of the engine for abnormal wear.
OIL BREATHER ORAl N CAN

Model 208 airplanes have an ail breather drain can mounted on the
right lower engine mount truss. This can collects any engina ail
discharge coming from the accessory pads ter the alternator drive
pulley, starter/generator, air conditioner compressor (if installed), and
the propeller shalt seal. This can should be drained alter every fiight. A
drain valve on the boltom right side af the angins cowling enables the
pilot to drain the contents of the oil breather drain can into a suitable
container. The allowable quantity 01 oil discharge per hour 01 engine
operation is 14 ce tor airplanes with air conditioning and 11 ce 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 ful1her f1ight.
PROPELLER
The airplane is equipped standard with a McCauley aluminum material,
three-bladed propeller or an optional Hartzell composite material, three

bladed propeller. The propeller is constant-speed, lull-Ieathering,
reversible,
single-acting,
governor-regulated
propeller.
setting
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. OH 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 oloil
pressure for propeller operation is furnished by the engine oi! system,
boosted in pressure by the governor gear pump, and supplied to the
propeller hub through the propeller Ilange.

SECTION 7
CESSNA
MOOEL 2088 G1000
PROPELLER (continued)
To leather the propeller blades, the PROP RPM Lever on the control
pedestal is placed in the FEATHER position; countelWeights and spring
tension will continue to twist the propeller blades through high pitch and
nto the streamlined or feathered pasition. Unfeathering the propeller is
accomplished by positioning the PROP RPM Lever 10IWard 01 the
feather gateo The unfeathering system uses engine ail pressure to force
lhe propeller oul 01 lealher.
Reversed propeller pitch is available tar decreasing ground roll during
landing. To accomplish reverse pitch, the power lever is retarded
beyond IOLE and well nto the BETA range. Maximum reverse power is
accomplished by retarding the power lever to the MAX REVERSE
pasition which ncreases power output from the gas generator and
positions lhe propeller blades al lull reverse pilch. An exlernally
grooved feedback ring is provided with the propeller.
Molion 01 lhe leedback ring is proportional lo propeller blade angle, and
is picked up by a carbon block running in the feedback ringo The
relationship between the axial pasitlon af the feedback ring and the
propeller blade angle is used lo maintain conlrol 01 blade angle Irom
die to fuI! reverse.
CAUTION
The propeller reversing linkage can be damaged illhe
power lever is moved aft 01 the idle posilion when he
propeller is lealhered.
PROPELLER ANTI-ICE BOOTS

The propeller anti-ice system provides protection for the propeller blade
surfaces when inadvertent icing conditions are encountered. The
syslem is operated by a three-posilion loggle swilch labeled PROP
HEAT on the anti-ice switch panel. When the swilch is placed in lhe
AUTO (upper) pasition, electrie current f10ws to an anti-ice timer, which
cyc1es the current simultaneously to the heating elements in the anti-ice
boots on the three propeller blades in intervals of 90 seconds ON and
90 seconds OFF. The anti-ice timer will reset when the anti-ice switch is
placed in he OFF posilion.
CESSNA
MODEL 208B G1000
SECTION 7
PROPELLER ANTI-ICE BOOTS (continued)

This 90-second cycle allows ice to build up on the propeller boots. then
sheds it during the ON cycle. Due to the propeller blade ice shedding
characteristics, a slight propeller vibration occurring at the start af the
propeller anti-ice ON cycle and lasting 20-30 seconds is considered
normal. However, if the vibration continues longer than 30 seconds, or
is perceived by the pilot as being excessive, exercising the propeller
control lever and returning it to the MAX pasition will shed the
remaining ice on the blades. If the vibration continues, refer to the
Propeller Anti-Ice System Mallunction checklist in Section 3.
NOTE
An oil-operated pressure switch installed in the electrical
circuit is utilized to prevent the propeller antl-ice system
from being turned on without the engins running. A faiture
af this switch during normal Propel1er Heat operation will be
annunciated by an Amber PROP DE-ICE CAS message.
The switch is off when placed in the middle position. In the event 01 a
malfunction in the anti-ice timer, the switch can be held tor 90 seconds
in the MANUAL (Iower) position to achieve emergency propeller
anti-icing. When operating in the MANUAL switch position, it is
important to cycle the switch in intervals 01 90 seconds MANUAL (ON)
and 90 seconds OFF, the same cycling that occurs when the switch is
in the AUTO position.
WARNING
If the PROP HEAT Switch is he Id in the MANUAL
position without being cycled every 90 seconds, ice
on the boots melis and runs back past the bools
and refreezes. This build up of runback ice may
cause a 1055 in propeller efficiency which reduces
airplane performance.
Operation ot the propel1er anti-ice system can be checked by
monitoring the PROP AMPS display below BUS VOLTS on the
EIS-ENGINE display. The system is protected by two pull-off type
circuit breakers. a control PROP ANTI-ICE CONT circuit breaker and a
PROP ANTI-ICE circuit breaker. Both circuit breakers are located on
the left sidewall circuit-breaker panel.
SECTION 7
CESSNA
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 engins 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 ter proper operation of the overspeed governor,
during engins run-up, depress the press-to-test switch and advanca 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 ejeetar fuel pump, an electrie
auxiliary boost pump, a reservoir manifold assembly, a firewall shutoff
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 in
compliance with the fuel limitations specified in
Section 2 may furlher reduce the amount of fuel
available in flighl.
Fuel flows fram the lanks through the twa fuel tank shutoff valves at
each tanks. The fuel tank shutoff valves are mechanically controlled by
two fuel selectors, labeled LEFT, ON and OFF, lacated 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.
CESSNA
MODEL 2088 G1000
SECTION 7
FU EL 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 af fuel
prevents pump cavitation in low-fuel quantity situations, especially
during in-f1ight maneuvering. Fuel in the reservoir is pumped by the
ejeetar boost pump or by the electrie auxiliary boost pump to the
reservoir manifold assembly. The ejector boost pump, which is driven
by motive fuel flow from the fuel control unt, normally prevides fuel f10w
when the engins is operating. In the event of failure of the ejeetar boost
pump, the electrle 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 reservair manifold then
Ilows through a luel 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, luel is routed through a luel
filter lacated on the tront side ofthe firewall. the fuel filler incorporates a
bypass leature which allows fuel to bypass the filter in the event the
filter becomes blocked with loreign material. A red filter bypass flag on
the top of the filter extends upward when the filter is bypassing fuel.
Fuel lrom the filter is then routed through the oil-to-Iuel 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 luel
nazzles [acated in the combustion chamber. Far additional details
concerning the flow of fuel at the engine, refer to the Engine Fuel
System paragraph in this saetion.
Fuel rejected by the engine on shutdown drains nto a fireproof fuel can
located on the lront left side 01 the lirewall. The can should be drained
during preflight inspection. If left unattended, the can fuel will overflow
overboard.
Fuel system venting ls essential to system operation. Complete
blockage af the vent system will result in decreased fuel f10w and
eventual engine stoppage. Venting is accomplished by check valve
equipped vent lines, one from each fuel tank, which protrude from the
trailing edge af the wing at the wing tips. also the fuel reservoir is
vented to both wing tanks.
SECTION 7
CESSNA
MOOEL 2088 G1000
FUEl SYSTEM
1llI!i:! 'u" ...... Cy
l!lI!lI!III ...' ......f- ... . , ,~"'

[]][]OOO"""C"" fU"
.."'"'0 ... "
,""
'.... '''''",..
2685T'I()8
Figure 7-10
CESSNA
MODEL 2088 G1000
SECTION 7
FU EL QUANTITY DATA
FUEL QUANTITY DATA
UNITS OF
MEASURE
FU EL LEVEL
(QUANTITY EACH
TANK)
TOTAL
FUEL
TOTAL
UNUSABLE
TOTAL
USABLEALL
FLT
CONDITIONS
FULL
(OUTBOARD
FILLERS)
POUNO$
1124.25
2248.5
24.1
2224.4
GALLONS
(U.S.)
167.8
335.6
3.6
332
UNITS OF
MEASURE
FUEL LEVEL
(QUANTITY EACH
TANK)
TOTAL
FUEL
TOTAL
UNUSABLE
TOTAL
USABLEALL
FLT
CONDITIONS
NOTE
Pounds are based en a fuel specific weight of 6.7 pounds
per U.S. gallon.

WARNING
To achieve full capacity, fill fuel lank to the top of

the fuel filler neck. Filling fuel lanks to the bottom
of the fuel filler collar (Ievel with the flapper valve)
allows space for thermal expansion and results in a
de crease in fuel capacity of four gallons per si de
(eight gallons total).
Figure 7-11
SECTION 7
CESSNA
MODEL 2088 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 luel ftow lrom the luel reservoir
to the engine. The shutoff valve is controlled by a red push-pull knob
labeled FU EL SHUTOFF-PULL OFF and located on the right side 01
the pedestal. The push-pull knob has a press-to-release bulton in the
canter which locks the knob in pasition when the butlon is released.
FU EL TAN K SELECTORS
Two FU EL SELECTORS, one lor each tank, are located on the
overhead console. The selectors, labeled LEFT, ON and OFF and
RIGHT, ON and OFF, mechanically control the position 01 the two luel
tank shutoff valves at each wing tank. When a fuel tank selector is in
the OFF pasition, the shutoff valves in the tank are dosed. When in the
ON pasition, both shutoff valves in the tank are open, allowing fuel from
that tank to f10w to the reservoir. Normal fue! management is with both
fuel tank selectors in the ON pasition.
Befare refueling, or when the airplane IS parked on a slope, turn off one
01 the luel tank selectors (il 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.
FU EL SELECTORS OFF WARNING SYSTEM

A fuel selectors off warning system is incorporated to alert the pilot if
one or both of the fuel tank selectors are in the OFF position
inadvertently. The system included redundant warning horns, a Red
FUEL SELECT OFF CAS MSG, annunciation 01 selected tan k,
actuation switches, and miscellaneous electrical hardware. The dual
aural warning system is powered through the START CONT circuit
breaker with a non-pullable FUEL SEL WARN circuit breaker installed
in series to protect the integrity of the start system.
CESSNA
MOOEL 2086 G1000
I
I
SECTION 7
FUEL SELECTORS OFF WARNING SYSTEM (continued)

The warning system functions as follows:
1. If both the left and right fuel tank selectors are in the OFF
posilion (fuel tank shutoff valves are closed), the Red FUEL
SELECT OFF CAS MSG illuminates and one of the fuel selector
off warning horns is activated;
2. Ouring an engine start operation (STARTER switch in START or
MOTOR posilion) with either the left or right fuel tank selectors
in the OFF position, the Red FUEL SELECT OFF CAS MSG
illuminates and both of the fuel seleet off warning horns are
activated;
3. With one fuel tank selector in the OFF position and fuel
remaining in the tank being used is less than approximately 25
gallons, the Red FU EL SELECT OFF CAS MSG illuminates and
ene of the fuel selector off warning horns is activated.
The warning system has the ability to annunciate which fuel selector is
selected off by displaying OFF next to the respective fuel quantity
indicator on the EIS. There is no annunciation when the fuel selector is
turned ON.
If the FUEL SEL WARN cireuit breaker has popped or the START
CONT circuit breaker has been pulled (possible for ground
maintenance), the Red FUEL SELECT OFF CAS MSG will be
illuminated even with both fuel tank selectors ON. This is a warning to
the pilot that the fuer selector warning system has been deactivated.
A test switch, labeled TEST SWITCH, FU EL SELECT OFF - ON, is
[acated on the lower left comer of the instrument panel. When this
switch is placed in the DOWN position, the two warning horns will
sound simultaneously indicating that the fuel selector warning circuitry
horns are operational.
FUEL BOOST PUMP SWITCH

An auxiliary boost pump switch, located on the left sidewall switch and
circuit breaker panel, is labeled FU EL 600ST 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 f10w is provided
by the ejector boost pump and the auxiliary boost pump is used as a
stand by. When the auxiliary boost pump switch is placed in the ON
position, the auxiliary boost pump will operate continuously. This
position is used tor engine start and any other time that the auxiliary
boost pump cycies on and off with the switch in the NORM position,
and fer all operations utilizing aviation gasoline.
SEGTION 7
AIRPLANE AND SYSTEMS DESGRIPTION
GESSNA
MODEL 2086 G1000
FU EL FLOW INDICATION
A luel fiow indieator, loeated beneath the quantity indieators on both the
ENGINE and SYSTEM pages, indieates the luel eonsumption 01 the
engins in pounds per hour based on Jet A fue!. The indicator measures
the flow of fuel downstream of the fuel control unt just befare being
routed into the f10w divider. The fuel f10w indicator receives power from
a pull-off type eireuit breaker labeled F FLOW NP & NG, on the left
sidewall switch and circuit breaker panel.
FU EL QUANTITY INDICATIONS
Fuel quantity is measured by tour fuel quantity transmitters (two in each
tank) and indieated by two eleetrieally-operated luel quantity indieators

on the upper portion 01 the instrument panel. The luel quantity
indicators, which measure volume, are calibrated in pounds (based on
the weight 01 Jet A luel on a standard day). An empty tank is indieated

by a red line and the letler 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
eireuit 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 aceurate 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 tor each wing tank will trigger the appropriate
amber GAS message, L FU EL LEVEL LOW or R FUEL LEVEL LOW

MSG when the luel in the respective tank is 25 gallons (170 lbs) or
less. When the luel quantity in eaeh tank is less than 25 gallons (170
lbs), amber L-R FUEL LEVEL LOW GAS MSG will replaee the
previously displayed L or R FUEL LEVEL LOW GAS message.
CESSNA
MODEL 208B G1000
SECTION 7
RESERVOIR FU EL LOW WARNING CAS MESSAGE
A Red RSVR FUEL LOW CAS MSG is located on the PFD, and will
iIluminate when the level of fuel in the reservoir drops to approximately
one-half full. With the fuel reservoir full, there is adequate fuel for
approximately 3 minutes of maximum continuous power or
approximately 9 minutes al die power.
FU EL PRESSURE LOW WARNING CAS MESSAGE

An Amber FUEL PRESS LOW CAS MSG is located on the PFD, and
will iIIuminate 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 auxillary 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
tor
the examination of fuel in the system ter contamination and grade.

Orain valves are lacated on the lower surface of each wing al the
nboard end of the fuel tan k, in fuel tank externa1 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 parked with one wing low on a sloping rampo 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 ta
depress the valve and then twist to lock the drain valve in the open
pasition. The drain valve for the reservoir is controlled by a doublebulton push-pull drain control knob. When pulled oul, 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 tor fuel sampling
and purging of the tuel system. The fuel tanks should be filled after
each flight when practical to minimize condensation.
SECTION 7
CESSNA
MODEL 208B G1000
DRAIN VALVES (Continued)

Befare each flight af the day and after each refueling, use a c1ear
sampler and drain fue1 from the nboard fuel tank sump, external sump
quick-drain valves, fuel reservair quick-drain valve, and fuel filter quickdrain valve to determine if contaminants are present, and that the
airplane has be en lueled with the proper luel. II the airplane is parked
with one wing low on a sloping ramp, draining af the outboard fuel tank
sump quick-drain valves ls also recommended. If contamination is
detected, drain all fuel drain points a9ain. Take repeated samples from
all fuel drain points until all contamination has been removed. If after
repeated sampling, evidence af contamination 5tHI exists, the fuel tanks
should be eompletely drained and the luel system eleaned. Do not fiy
the airplane with contaminated or unapproved fue!.
WARNING
JP-4 and other NAPHTHA based fuels can cause

severe ski n and eye irritation.
FU EL 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 nterval not to exceed six engine
shutdowns. A drain valve on the botlom side of the cowling enables the
pilot to drain the contents of the fuel drain can into a suitable container.
FU EL PUMP DRAIN RESERVOIR
To control expended lubricating oil from the engine fuel pump drive
coupling area and previde a way to determine if fuel is leaking past the
fuel pump seal, this airplanes is equipped with a drainable reservoir to
eolleet this allowable diseharge 01 oil and any luel 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 boUom side of the cowling enables the
pilot to drain the contents of the reservoir nto a suitable container. A
quantity 01 up to 3 ee 01 oil and 20 ee 01 luel diseharge per hour 01
engine operation is allowable. If the quantity of oil or fuer drained from
the reservoir is greater than specified, the source of leakage should be
identified and corrected prior to further flight.
CESSNA
MOOEL 2088 G1000
SECTION 7
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 01 the pilot's rudder pedals. The
brakes are operated by applying pressure to the top 01 either the left
(pilot's) or right (copilot's) set 01 rudder pedals, which are
interconnected. When the airplane i$ parked, both main wheel brakes
may be set by utilizing the parking brake which is operated by a handle
below to the right 01 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 lully in.
A brake fluid reservoir, located just forward af the firewall on the left
side 01 the engine compartment, provides additional brake Huid lor the
brake master cylinders. The Huid in the reservoir should be checked lor
proper level prior to each f1ight.
Faf maximum brake life, keep the brake system properly maintained.
Airplanes are equipped with metallic type brakes, and require a special
brake burn-in befare 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 lile. Conversely, the
habitual use af light and conservative brake application is detrimental to
metallic brakes.
Sorne 01 the symptoms 01 impending brake lailure are: gradual
decrease in braking aetion after brake application, noisy or dragging
brakes, soft or spongy pedals, and excessive travel and weak braking
action. II any 01 these symptoms appear, the brake system is in need 01

immediate attention. 11, during taxi or landing roll, braking action
decreases, let up on the pedals and then re-apply the brakes with
heavy pressure. II 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.
SECTION 7
CESSNA
MODEL 208B G1000
ELECTRICAL SYSTEM
The airplane is equipped with a 28-volt, direct-current electrical system
(see Typical Elec!rical Sys!em figure). The sys!em uses a 24-vol!
sealed lead acid battery; located on !he Iront righ! side 01 the firewall,
as a source af electrical energy. A 200-amp engine-driven startergenerator is used to maintain the battery's state af charge. Power is
supplied to mast general electrical and all avionics circuits through two
general buses, two avionics buses, and a ho! battery bus. The battery
bus is energized continuously tar 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. AH OC buses are
on anytime the battery switch and the two avionics switch es 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 ineludes
an alternator operated at a 75-amp capacity rating. The alternator is
belt-driven fram an accessory pad on the rear of the engine. The
system also ineludes 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 loglc
from a circuit breaker in the standby alternator relay assembly or from
the HOURMETERlACU circuit breaker in the main power relay box.
Standby Electrlcal system monitoring is provided by CAS messages;
Whi!e STBY PWR ON CAS MSG and Amber STBY PWR INOP CAS
MSG. Total amperage supplied lrom !he standby elec!rical sys!em can
be monitored on the EIS SYSTEMS DISPLAY. Addi!ionally, an ALTNR
AMPS CAS message is provided il the standby alternator amperage
draw exceeds normal operating ranges.
CESSNA
MOOEL 208B G1000
SECTION 7
GENERATOR CONTROL UNIT

The generator control unit (GCU) is mounted nside the cabin on the left
fOlWard fuselage sidewall. The unit provides the electrical control
lunctions necessary lor the operation 01 the starter-generator. The GCU
provides tor automatic starter cutoff when engina RPM is aboye 46%.
Below 46%, the starter-generator functions as a starter, and aboye
46%, 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 contactar (controlled by
the GCU) connects the generator output to the airplane bus. II 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 nside the electrical power control
assembly mounted on the left hand si de of the firewall in the engine
compartment. This unit senses the voltage level applied to the external
power receptacle and will clase the external power contactar when the
applied voltage is within the proper limits.
BATTERY SWITCH
The battery switch is a two-position toggle-type switch, labeled
BATTERY, and is located an 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.
SEGTION 7
AIRPLANE ANO SYSTEMS OESGRIPTION
GESSNA
MOOEL 208B G1000
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
01 the starter switch, reler to the Starting System paragraph in this
seeton.
IGNITION SWITCH
The ignition switch is a 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 01 the
ignition switch, retar to the Ignition System paragraph in this seetan.
GENERATOR SWITCH
The generatar 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
pasition, the GCU will automatcally control the generator tine contactor
tor normal generator operation. The RESET and TRIP positions are
momentary positions and are spring-Ioaded to the ON position. II a
momentary fault should occur in the generating system (as evidenced
by the Amber GENERATOR OFF GAS MSG, Red VOLTAGE LOW GAS
MSG and/or Red VOLTAGE HIGH GAS MSG), the generator switch
can be momentarily placed in the RESET pasition to restare generator
power. If erratie operation of the generating system is observed, the
system can be shutoff by momentarily placing the generator switch to
the TRIP pasitlon. 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 LEO aboye
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 01 the battery that
can occur il the STBY ALT POWER switch is left ON after shutdown.
CESSNA
MODEL 208B G1000
SECTION 7
AVIONICS POWER SWITCH ES
Electrical power from the airplane power distribution bus to the avionics
buses (see Typical Electrical System figure) is controlled by two toggletype switch breakers located on the left sidewall switch and circuit
breaker panel. One switch controls power to the number 1 avionics bus
while the other switch control s power to the number 2 avionics bus. The
switches are abeled AVIONICS and are ON in the forward positlon and
OFF in the aft positlon. The avionics power switch es 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 prior to engine start to display EIS nfarmatian.
AVIONICS STANOBY 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 seleet 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 previde extra power to the avionics busses va the maln 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 switch es should be OFF to avoid
feeding a possible fault in the primary power system.
AVIONICS BUS TlE SWITCH

The avionics bus tie switch is a two-position guarded toggle-type switch
located on the left sidewall switch and clrcuit breaker panel. The switch
connects the number 1 and number 2 avionics buses together in the
event of failure of either bus feeder clrcuit. 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. Placlng the bus tie switch to the ON position will restore
power to the failed bus. Operation without both bus feeder clrcuits may
require an avionics load reduction, depending on equipment installed.
SECTlON 7
CESSNA
MOOEL 2088 G1000
TYPICAL ELECTRICAL SYSTEM
'0"'"
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CESSNA
MODEL 2088 G1000
SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTlON

A11:357
~..;;---~~----~--
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ro STRORE' lIGHT
ro 5EAGON UG~l
ro W NG!CE DET UGKT
TORIGHTFUB-Q'Y
TO RJEL
I'U)w N.. !
NP
TO flJElCOl<T HEATER
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ro PRoI' ~NTl
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26&5T1110
CESSNA
MOOEL 208B G1000
SECTION 7
SUS1
r----~
,I
,-~
Sus'
~"=,,,"
.",1O
----< Al!XllNIY SENsE
POWER
~,
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26&5T11"
CESSNA
MODEL 208B G1000
SECTION 7
EXTERNAL POWER SWITCH

The external power switch ls a three-position guarded toggle-type
switch located on the left sidewalt switch and circuit breaker panel. The
switch has OFF, STARTER, and BUS positions and is guarded in the
OFF pasition. When the switch is in the OFF pasition, 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 pasition,
external power is applied to the starter circuit only and battery power is
supplied to the main bus. No generator power is avaHable in this
pasition. When the external power switch is in the BUS pasition,
external power is applied to the main bus and no power is avallable to
the starteL 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). II 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 ANO AMPERAGE DISPLAY

The status of the electrical system can be monitored on the MFO (nonreversionary mode). Battery current (BAT AMPS) and bus voltage
(BUS VOLTS) are displayed on the delault 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 display on BAT AMPS indicates battery
discharge, while a positive display indicates battery charging.
SECTION 7
CESSNA
MODEL 2086 Gl000
GROUND SERVICE PLUG RECEPTACLE

A ground serviee plug receptade permits the use of an external power
source tor 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 eonneeted together during starting. The external power
receptacle is installed on the left side of the angine compartment near
the firewall.
The ground serviee circuit incorporates polarity reversal and
overvoltage protection. Power from the external power source will flow
only if the ground serviee plug is correctly connected to the alrplane. If
the plug i5 accidentally connected backwards or the ground serviee
voltage is too high, no power will flow to the electrical system, thereby
preventing any damage to electrical equipment.
LlGHTING SYSTEMS
EXTERIOR LlGHTING
Exterior lighting consists of three navigation lights, two landing lights,
two taxi/reeognition lights, two strobe lights, a flashing beaeon, and two
underwing eourtesy lights. AII exterior lights are eontrolled by toggle
switch es 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 position.
NAVIGATION LlGHTS
Conventional navigation lights are installed on the wing tips and
taileone stinger. The lights are proteeted by a pull-off type cireuit
breaker, labeled NAV LlGHT, on the left sidewall switch and eireuit
breaker panel.
CESSNA
MOOEL 208B G1000
SECTION 7
LANOING LlGHTS
Two landing lights are instaHed on the airplane, ene in each wing
leading edge mounted outboard. The lights provide illumination forward
and downward during takeoff and landing. The lights are proteeted by
two pull-off type eireuit breakers, labeled LEFT LOG LlGHT and RIGHT
LOG LlGHT, on the left sidewall switch and eireuit 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 serviee life. the
taxi/recognition lights have considerably longer serviee life
and are designed lor this purpose, il desired.
TAXI/RECOGNITION LlGHTS
Two taxi/recognition lights are mounted nboard of each landing light in
eaeh wing leading edge. The lights are loeused 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 proteeted by a
pull-off type cireuit breaker, labeled TAXI LlGHT, on the left sidewall
switch and cireuit breaker panel.
STROBE LlGHTS
A high intensity strobe light system is installed on the airplane. The
system in eludes two strobe lights (with remote power supplies) located
one on eaeh wing tipo The lights are used to enhanee anti-eollision
proteeton tor the airplane and are required anti-eollision lights for night
operations. The strobe lights are proteeted by a pull-off type cireuit

breaker, labeled STROBE LlGHT, on the left sidewall switch and eireuit
breaker panel.
WARNING
Strobe lights should be turned off when taxiing.
Ground operation of the high intensity anticollision 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.
SECTION 7
CESSNA
MODEL 208B G1000
FLASHING BEACON LlGHT

A red flashing beacon light is installed on the top 01 the vertical lin as
additional anti-collision protection in f1ight and tar recognition during
ground operation. The light is visible through 360. The flashing beaeon
light eireuit is proteeted by a pull-off type eireuit breaker, labeled
BEACON LlGHT, on the left sidewall switch and eireuit breaker panel.
WARNING
The flashing beacon should not be used when

flying through clouds or overcast; the flashing light
reflected from water droplets or particles in the
atmosphere, particularly at night, can cause
disorientation or vertigo,
COURTESY LlGHTS
Two courtesy lights are installed, cne under each wing. The lights
illuminate the area outside af the airplane adjacent to the crew entry
doors. The lights operate in eonjunetion with the cabin lights and are
eontrolled by the eabin light switehes as deseribed in the Cabin Lights
paragraph in this seeton.
INTERIOR LlGHTlNG
Instrument and control panel lighting is provided by integral, fiood and
post lights. Six lighting control knobs are grouped together on the lower
part 01 the instrument panel to the left 01 the control pedestal. These
controls vary the intensity of the lighting tar the instrument panel,
pedestal, overhead panel, left sidewall panel, LEO panels, Garmin
displays, and internally lit instruments. The lollowing paragraphs
describe the function of these contrals. The circuits tar these lights are
proteeted by two pull-off type eireuit breakers, labeled AVN/FLOOO
LlGHT and INST LlGHT, on the left sidewall switch and eireuit breaker
panel. Other miscellaneous lighting provided or available neludes
control wheel map lights, eabin lights, passenger reading lights, and a
no smoking/seat belt signo Discussion of these lights and their control s
is also ncluded in the following paragraphs.
GARMIN DISPLAYS, OPTIONAL AOF, ANO HF OISPLAYS (jI
installed)
The knob labeled AVIONICS varies the intensity 01 the Garmin and
optional displays (il installed). Cloekwise rotation 01 the knob inereases
display brightness and counterclockwise rotation decreases brightness.
The displays eannot be dimmed to lull dark. Rotating this knob
counterclockwise past the dimmest setting will place the displays in
photosensitive mode.
CESSNA
MODEL 2086 G1000
SECTION 7
STAN06Y INOICATOR CONTROL KNOB

The knob labeled STAND6Y IND varies the intensity 01 the integral
lighting 01 the standby airspeed indicator, altitud e indicator, allimeter,
torque indicator, and magnetic compass. Clockwise ratation of the knob
ncreases light brightness and counterclockwise rataton decreases
brightness.
SWITCH/CIRCUIT 6REAKER PANEL CONTROL KNOB
The knob labeled SW/C6 PANELS varies the intensity 01 the backlit
LED panels. These panels are inscribed with la beis lor mos! 01 the
switches. controls, and circuit breakers mounted on the instrument
panel. Clockwise retation of the knob ncreases panel brightness and
counterclockwise rotation decreases brightness.
CIRCUIT BREAKERlPEOESTAUOVERHEAO PANEL KNOB
The knob labeled C6/PED/OVHD varies the intensity 01 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
iIIuminate the overhead panel. Clockwise rataton of the knob ncreases
panel brightness and counterclockwise rataton decreases brightness.
LEFT FLOOO LlGHTING CONTROL KNOB
This knob labeled LEFT FLOOD varies the brightness 01 the left side
floodlight located on the right aft side 01 the overhead panel. This
f100dlight
may also be used to iIIuminate the left sidewall switch and
circuit breaker panel. Clackwise rotatian of this control knab increases

lamp brightness while caunterclockwise rotation decreases brightness.
RIGHT FLOOO LIGHTING CONTROL KNOB

This knob labeled RIGHT FLOOD varies the brightness 01 the right side
floodlight located on the left aft side 01 the overhead panel. Clockwise
rotation of this control knob increases lamp brightness while
counterclockwise rotation decreases brightness.
CONTROL WHEEL MAPLlGHTS
A control wheel maplight is mounted on the boltom 01 each control
wheel. These lights iHuminate the lower portian of the cabin in front of
the pilot and copilot, and are used for checking maps and other flight
data during night operation. 6rightness 01 these lights is adjusted wilh a
rheostat control knob on the boltom 01 the control wheel. Rotating the
near side of the knob to the right increases light brightness and to the
left decreases brightness.
SECTION 7
CESSNA
MOOEL 208B G1000
CABIN LIGHTS WITHOUT TIMER (208B Passenger)

The 2088 passenger cabin light system without timer consists of four
cabin lights installed on the interior of the airplane and courtesy liQhts
under each wing to facilitate boarding or loading cargo during nlght
operations. Two lights are located aboye the center cabin area, ane
aboye the aft cargo door, and one aboye the aft passenger door.
Controls tar the lighting system consists of one 2-way t0991e switch
labeled CABIN on the lighting control panel as well as a roeker switch

just lorward 01 both the aft passenger and cargo doors. AII three 01
these switches will t0991e all cabin on or off at any time regardless of
the other switch positions.

The eireuit lor the cabin lights is proteeted by a pull-off type eireuit
breaker, labeled CABIN LTS, on the J-Box panel in the engine bayo
CABIN LIGHTS WITH TIMER (il installed)

The 208B eabin light system with timer eonsists 01 lour eabin 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 aboye the center cabin area, one aboYe the aft cargo
door, and one aboye 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 roeker

switch just forward of both the aft passenger and cargo doors. The
passenger door toggle switch will control aH 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 regardless 01 the other switch
positions.
The timer circuitry ineludes a salid state timer that will turn off all lights
after 30 minutes automatically unless they are switched off manually.
The eireuit for the cabin lights is proteeted by a "pull-off" type eireuit
breaker, labeled CABIN LTS, on the J-Box panel in the engine bayo
CABIN LIGHTS WITH TIMER (Super CargoMaster)
The Super CargoMaster eabin light system consisls 01 lour eabin lights
installed on the interior of the airplane and courtesy lights under each
wing to facilltate boarding or loading cargo during night operations. Two
lights are located aboye the center cabin area, one aboYe 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.
CESSNA
MOOEL 208B G1000
SECTION 7
PASSENGER READING LlGHTS (Passenger Version Only)

Passenger reading lights may be installed near each 01 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 ligh!s. The lights can be pivoted in their
mounting sockets to previde the mast comfortable angle of illumination
for the passenger.
NO SMOKElSEAT BELT SIGN (Passenger Version Only)
A lighted warning sign may be installed 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 switch es are placed in the ON pasition, the warning
signs illuminate, displaying the international graphic symbolism for
tasten 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
cireuit breaker panel.
CABIN HEATING, VENTILATING ANO OEFROSTING

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 Oelrosting System figure). In the heating system, hot

compressor outlet air is routed from the engine through a f10w control
valve, then through a mixer/muffler where it is mixed with cabin return
air or warm air from the compressar bleed valve (depending on the
setting of the mixing air valve) to obtain the correet air temperature
befare the air is routed to the cabin air distribution system. Controls are
provided to direc! the heated air to the forward and/or aft portions of the
cabin lor heating and to the windshield for defrosting. Ventilating air is
obtained from an inlet on eaeh side at the forward fuselage and through
two ram air inlets, one on each wing at the upper end ofthe wing struts.
The wing inlet ventilating air is routed through the wing into a plenum
ehamber loeated in the eenter of the eabin topo The plenum distributes
the ventilating air to individual overhead outlets near each seat
position. Two electrle blowers are available far the overhead ventilating
system. Detalls of this installation are presented in Sectlon 9,
Supplements.
SECTION 7
CESSNA
MODEL 208B G1000
BLEED AIR HEAT SWITCH

A two-position toggle switch, labeled BLEED AIR HEAT, is loeated on
the cabin heat switch and control panel. The switch controls the
operation of the bleed air f10w control valve. The ON position of the
switch opens the flow control valve, allowing hat bleed air to f10w to the
eabin heating system. The OFF position (down) closes the valve,
shutting off flow 01 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 aetion of the f10w control valve to control the
amount and temperature of air f10wing into the cabin. Clockwise
rotation of the knob ncreases the mass flow and temperature of the airo
NOTE
If more cabin heat is needed while on the ground, move
the FU EL CONDITION Lever to HIGH IDLE andlor

seleet the GRD position (pulled out) 01 the mixing air
control.
Sorne 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 jt 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 01 a high temperature eondition (overheat) in the oullet duet, the

temperature sensor will be energized, closing the flow control valve and
thus shutting off the source of hot bleed alr from the engine.
CESSNA
MODEL 2088 G1000
SECTION 7

SYSTEM (CARGO VERSION)
COMPRESSOROUlL~~I-\
BlEED AlR
COMPRESSOR OUTLET
BLEED AlA
MIXING AIR VALVE
~r'
l'
--+--"--U
MIXERlMUFFLER
FIREWALL SHUTOFF
ro
___ ,,"_~,~ __
VALVES(2)
VENnLATING A1R DOOR
-::.:.----
"
Ta CABIN ro DEFROST
MIXING
HEAT
A1R1FORWARD
AlR SELECTOR CABIN AlA
VALVE
VAlVE
SELECTOR
FIREWALL
VALVE
SHUTOFFVALVE
CONTROL
~iA~~~~f,;)~~s ~!~I(:, S \~.
~,~~;~:;~;;:DV~~~~
VENTILATING AlA INLET
ADJUSTABLE PILor ANO
..
DEFROSTER OUTLEl"S (2)
FRONT PASSENGER OVERHEAD
ON UPPER WING STRUT
FAIRING)
y N T I L A T I N G OUTLETS (2)
--~=--.
;)
~l
SHUTOFFVALVE
"
(ONEEACHWING):',;:..p.
1>."
~~~~~~~~~Ri~~
'_,
<0=
',_
FAIRING)
"~
VENT AlA CONTROL

(ON OVERHEAD CQNSOLE)
VENT AIR CONTROL

(ON OVERHEAD CONSOlE)
MIXING AlA VALVE

QPERATlNG MODES:
~\:
,-,,---- COOE - - - - - ,
3.. MI~I~ air valv.. in GRO
~ =~; ~iow';%.
-":- Usedonlhegreundal
~,r
'!\!
~',r
,
ccld lempe,,,rures.
Mixlngairvalve,nFLT
pesillcn st pcwer
sett,ngs belcw 92%.
ENGINE BLEED AJA
<)
RAM AlA FLOW
VEONTlLATINGAIA
....
~~~~~~~DAlA
<1-01 BLEED AlA DISCHARGE
Use<! en lI1e ground .n

mlld temp .... aturas
...... CA81N AETUAN AlA

ELECTAICAL CONNECTlON
- - - MECHANICAL CONNECTlON
M. i"~ngalrvalvejnFLT
pCSlUon al paw..- sethngs

abcve 92%. Usad dunng
,nfllghl operatons. In this
mcde, bleed a<r thtcugh the
Ilew centrol valve cnly is utilizad.
Figure 713 (Sheet 1 of2)
2685T1105
CESSNA
MODEL 208B G1000
SECTION 7

SYSTEM (PASSENGER VERSION)
TO FlOW
CONT~OL VAlV,
,/""
CQMPRESSOR OUTLET
BLEEDAlR
11
.~
COMPRESSOR OUTlET . .
BLEEDAIR
l'
flREWALL SHUTOFF
VALVES (2)
VENTlLATlNG
J'
MIXING AlR VALVE

MIXERlMUFFLER
A~I:R~D~O~D"RC--~IL
(ONE EACH SIDE)
[0",""'0 Q-Q[
,
/
-'1
TO
TO CABIN TO DEFROST
MIXING
HEAT
AIRlFORWARD
AlR SELECTOR CABIN AIR
VALVE
VALVE
SELECTOR
~.~O
FIREWALL
VALVE
SHUTOFF VALVE
:~':::~':'l-- CABINCONTROL
HEAT SELECTOR VALVE
J~
INSTRUMENT PANEL
VENTlLATlNG OUTLETS
ANO CONTROLS(2)
c;:;::::'t1i"r-- ~~~~~c~~~~~RD CABIN
VENTILATlNG AIR INlET
ADJUSTABLE PILOT ANO

FRONT PASSENGER OVERHEAO
VENTILAnNG OUTLETS (2)
~N
DEFROSTER OUTLETS (2)
UPPER WING STRUT
FAIRING)~
T~
~NUET~~~~~~)
VENT1LATING AIR INLET

(IN UPPER WlNG STRUT
FAIRING)
:/ -
'-"'ion-'--"l:---;'
'@
VENT AIR CONTROL
(ON OVERHEAD CONSOlE)
HEATER OUTLETS
(ON EACH CABIN SIDEWALL
AT FLOOR LEVR)
MIXING A1RVALVE
OPERATING MQDES:
~
\.
ADJUSTABLE REAR
PASSENGER OVERHEAD
VENTILATING OUTLETS (111
Mixing aj, val"" in G."

po .. tion al power
aettinga belO\N 92%
Used on lhe grolX1d al
,-.--
cold temperaUres.
Mi","II sir va~" tn FLT
position al powe<
seli!ngs t>elow 92%.
Used 0f1 the grQUnd in
mild temp""rtl.lres
(J
CODE~~-,
ENGINE 8LEED AIR
RAM AlR FLCJN
<J=<;t VENTILATING AIR
...
~~~",-~~DAIR
...... BLEED AIR DISCHARGE

.... CABIN RETURN AIR
_
ELECTRICAL CONNECTlON
Mixing airvalve In FLT
posI1jon at power o&ttI"9~

abo\lfl92%. UMod dunng
- - - MECHANlCALCONNEcnON
inft'ghlCfl"f""'orno. Inll1;"
modIO. bl&Bd aor Ihrough the
lIew control valve only Os ,.tlliad
Figure 7-13 (Sheet 2 012)
CESSNA
MOOEL 2086 G1000
SECTlON 7
MIXING AIR PUSH-PULL CONTROL

A push-pull control, labeled MIXING AIR, GRO-PULL, FLT-PUSH, is
located on the cabin heat switch and control panel. With the push-pull
control in the GRO pasition (pulled out), warm compressor bleed valve
air ;5 mixed with hat compressor outlet air in the mixer/muffler. This
mode ;5 used during ground operation when warm compressor bleed
valve air is available (at power setting below 92% Ng) and can be used
as additional bleed air heat to 8ugment the hat compressor outlet bleed
air supply during periods 01 cold ambient temperature. With the pushpull control in the FLT position (pushed in), cabin return air is mixed
with the hat compressor outlet air in the mixer/muffler. This recirculation
of cabin return air enables the heating system to maintain the desired
temperature tor proper cabin heating. If desired, the FLT pasition 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% N g 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 fligh!.
Cabin return air must be allowed to Ilow 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. II the FLT position is not used during flight, the
system may overheat and cause an automatic
shutdown.
SECTlON 7
CESSNA
MODEL 208B G1000
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 directed to the aft
cabin heater outlets located on the cabin sidewalls at tloor level on the
Passenger Version 208 and the oullets in the Iloor 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 tour 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
ter proper distribution af 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
[ocated on the cabin heat switch and control panel. With the control in
the DEFROST position (pulled out), lorward cabin air is directed to two
delroster outlets located at the base 01 the windshield (the aftllorward
cabin push-pull control also must be pushed in ter availability af forward
cabin air tar defrosting). With the defrostlforward cabin push-pull
control in the FWD CABIN posilion (pushed in), heated air will be
directed to the tour 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 01 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 off positlon. 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 beca use a compressor stal! will occur at low
power settings when the compres sor bleed valve is
open. The engine must be shut down to relieve back
pressure on the valves prior to opening the valves.
CESSNA
MOOEL 208B G1000
SECTION 7
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 f10w 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 ratated to the
CLOSE pasition, the wing shutoff valves are closed; rotating the knobs
to the OPEN pasition 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 f10w of ventilating
air from an outlet located adjacent to each knob. Pulling each knob
opens a 5ma!! air door on the fuselage exterior which pulls in ram air for
distribution through the ventilating autlet.
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 smaH air door on the fuselage exterior which pufls in ram air tor
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.
SECTION 7
CESSNA
MODEL 2086 G1000
PITOT-STATIC SYSTEM ANO INSTRUMENTS
l
I
There are two ndependent 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-statlc system prevides
ram air and static pressure to Air Data Computer #2. Each system i5
composed of a heated pitot-static tube mounted on the leading edge of
the corresponding wing, a drain valve lacated on the sidewall beneath
the instrument panel, and the associated plumbing necessary to
connect the instruments and sources. In addition, the left system
neludes a static pressure alternate SQurce valve lacated on the lower
left corner of the instrument panel.
The static pressure alternate source valve in the laft system can be
used if the static source s 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 statc 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 etrect of
varying cabin pressures on airspeed and altmeter 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 fiight.
A left and right pitot-static heat system is installed to assure proper
airspeed indications in the event icmg conditions are encountered. The
system is designed to prevent ice formabon rather than remove it. 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 anti-ice switch panel, and two pull-off type circuit
breakers, labeled LEFT 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.
60th pitot and static systems are monitored by the G1000 system for
insufficient current and alerting is provided to the flight crew by a single
chime and an Amber L PIS HEAT, R PIS HEAT, or L-R PIS HEAT CAS
message.
CESSNA
MODEl 208B G1 000
SECTION 7
AIRSPEED INDICATIORS
The Garmin PFOs are the primary sources of airspeed nfarmatian.
Standby airspeed nfarmatlan 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 Secton 2, Umitations.
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 f1ight computer.
To operate the indicator, first rotate the knob unti1 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 corred for
altitude and temperature, read the true airspeed shown in the window
by the indicator pointer. For best accuracy, the indicated airspeed
should be corrected 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 01 climb
or descent in feet per minute. The pointers are actuated byatmospheric
pressure changes resulting from changes of altitude as supplied by the
static sources.
ALTlMETER (STANDBY INSTRUMENT PANEL)

Airplane altitude is depicted by a barometric type altimeter. A knob near
the lower left portion 01 the indicator provides adjustment 01 the
instrument's barometric scale to the current altimeter setting.
SECTION 7
CESSNA
MODEL 208B G1000
VACUUM SYSTEM ANO INSTRUMENTS

A vacuum system (see Typical Vacuum System figure) provides the
suction necessary to operate the standby attitude indicator. Vacuum is
oblained by passing regulated compressor outlet bleed air through a
vacuum ejeetar. Sleed air f10wing 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 rellef valve and
vacuum system air filter on the aft side 01 the firewall, and the standby
attitude indicator.
ATTITUDE INDICATOR (Standby Instrument Panel)

standby altitude inlormation is depicted by a vacuum-driven attitude
indicator. Bank atlitude 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 01 the center mark. Pitch and roll altitudes
are presented by a miniature airplane superimposed over a symbolic
horizon area divided nto two sections by a white horizon bar. The
upper blue sky and the lower ground area have arbitrary pitch
reference lines useful ter pitch attitude control. A knob at the bottom ef
the instrument is provided tar inflight adjustment ot the miniature
airplane to the horizon bar tor a more accurate f1ight attitude indication.
LOW-VACUUM WARNING FLAG

The standby attitude indicator neludes an arange low-vacuum warning
flag (GYRO) that comes nto view when the vacuum is below the level
necessary tar reliable gyroscepe operation.
WARNING
The orange low-vacuum warning flag (gyro) is the

only indication of the loss of the vacuum system.
CESSNA
MODEL 2088 G1000
SECTION 7
TYPICAL VACUUM SYSTEM
PRESSUAE
REGULATOR
VACUUM AELlEF VALVE
VACUUM SYSTEM
AIR FILTER
CQDE
~ BLEEDAIR
c:::::J
E!!I
INlET AlA
VACUUM
Figure 7-14
SECTION 7
CESSNA
MOOEL 208B G1000
STALL WARNING SYSTEM

The airplane is equipped with a vane-type stall warning unit, in the
leading edge of the left wing, whieh is eleetriealiy eonneeted to a stall
warning horn located overhead of the pilot's pasition. 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 aboye the stall in alf
configurations.
The stall warning system should be eheeked during the prefiight
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 befare the stall warning horn is enabled due to the faet
that the aircraft is equipped with a stall warning ground disconnect
switch.
A pull-off type eireuit breaker, labeled STALL WRN, proteets the stall
warning system. Also, it is provided to shut off the warning horn in the
event it should stick in the on pasitlon.
WARNING
This circui! breaker mus! be pushed in far landing.

The vane and sensor unit in the wing leading edge 1$ equipped with a
heating elemen!. 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 eireuit breaker on the left sidewall switch and eireuit
breaker panel.
CESSNA
MODEL 208B G1000
SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTlON
AVIONICS SUPPORT EQUIPMENT

Various avionics support equipment ls installed in the airplane, and
neludes a microphone!speaker, miclphone jacks. avionics cooling fans,

12VDC power outlets, an auxiliary audio input jack, and control surface
static dischargers. The following paragraphs discuss these tems.
Description and operation of radio equipment ls covered in Seetan 9 of

this POH/AFM.
AVIONICS COOLlNG FAN

Two OC electrie deck skin fans mounted on the underside of the cowl
deck draw warm air from behind the instrument panel to rnaintain
proper operating temperatures. In addition, three DC electric fans blow

air directly onto the display heat sinks tor 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 tront ot the
pedestal and plugs into a mic jack located on the right side of the
pedestal. It includes an integral push-to-talk bulton. The airplane
speakers are located above the pilot's and copilot's positions in the
cabin headliner.
The headsets plug nto microphone and headset jacks 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 swjtches and
adjusted tor volume level by using the selected receiver volume
contrals. The system is designed so that microphones are voice
activated, with transmission over the COM radios contralled by the
push-to-talk switch es.
SECTION 7
CESSNA
MODEL 2086 G1000
STATIC DlSCHARGERS
As an aid in IFR flights, wiek-type statie disehargers are installed to
improve radio communications during flight through dust or various
forms of precipitation (rain, snaw 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 in 1055 of usable radio signals on all
communications and navigation radio equipment. Usually the AOF is
first to be affected and VHF communication equipment ls the tast to be
affeeted.
Installation of static dischargers reduces interference from precipitation
static, but it is possible to encounter severe precipitation static
conditions which might cause the 1055 of radio signals, even with sta tic
dischargers installed. Whenever possible, avoid known severe
precipitation areas to prevent 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 eheeked periodieally (at least at every annual inspeetion) by
qualified avionics technicians, etc. If testing equipment is not available,
it is recommended that the wicks be reptaced 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 eonverter provides up lo 10
amps of power to operate portable devices such as notebook computer
and audio players. The power output eonneetor (POWER OUTLET
12V) is loeated on the eenter pedestal (Refer to Typieal Instrument
Panel figure).
CESSNA
MODEL 2088 G1000
SECTION 7
AIRPLANE ANO SYSTEMS DESCRIPTION
AUXILlARY AUDIO INPUT JACK

An auxiliary audio input jaek (AUX AUDIO IN) is mounted on the lower
aft faee of the pedestal (Refer to Typical Instrument Panel figure). It
allows connection af entertainment audio devices such as cassette,
eompact dise, and MP3 players to play musie over the airplane's
headsets.
The signal from AUX AUDIO IN is automatieally muted during radio
communications or pilot selection af crew intercom isolation modes
loeated on the audio panel. The AUX key on the audio panel does not
control the AUX AUDIO IN signal. For a more complete deseription and
operating instructions of the audio panel, refer to the Garmin G1000
CRG.
Since the entertainment audio input ls 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 tire extinguisher is installed on the cargo barrier in sorne
Cargo Versions and on the nside af the pilot's entry door in other Cargo
Versions and the Passenger Vers'lon. The extinguisher in both
airplanes is readily accessible in case ot fire. The extinguisher should
be checked prior to each f1ight to ensure that its boltle pressure, as
indieated by the gage on the bottle, is within the green are and the
operating lever rack pin is securely in place.
To operate the tjre extinguisher:
1. Loasen retaining clamp and remove extinguisher from bracket.
2. Hold extinguisher upright, pull operating lever loek pin, and press
lever while direeting the diseharge at the base of the fire at the
near edge. Progress toward the back of the tire by moving the
nozzle rapidly with a side-to-side sweepng motion.
CAUTION
Care must be taken nol lo direct the inilial discharge
direetly at the burning surface at clase range (Iess than
five feet) beeause the high velocity stream may cause
splashing and/or seattering of Ihe burning malerial.
3. Anticpate approximately ten seconds of discharge duration.
SECTION 7
CESSNA
MODEL 208B Gl000
CABIN FIRE EXTlNGUISHER (Continued)

WARNING
Venlilale Ihe cabin promptly after successfully

exlinguishing Ihe fire lo reduce Ihe gases produced
by Ihermal decomposilion. Occupants should use
oxygen masks unlil Ihe smoke clears.
Fire Bxtinguishers should be recharged by a qualified fire extinguisher
agency after e8ch use. Such agencies are listed under "Fire
Extinguisher" in the telephone directory. After recharging, secure the
extinguisher to ts mounting bracket; do not allow it to He loase on f100r
or seats.
SUNVISORS
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 nto the desired windshield area.
CHART ANO 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 apened to
gain access nto the compartment. Storage pockets are also installed
on the back 01 the pilo!"s and copilo!"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 ANO PROPELLER ANCHOR
Various covers and an anchor are available to close engine openings
and restrain the propeller during inclement weather conditions and
when the airplane is parked tor extended periods of time, such as
overnight. The covers preclude the entrance of dust, moisture, bugs,
etc. nto the engine and engine compartment.
Two covers are provided whch plug nto the two tront 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.
CESSNA
MOOEL 2086 G1000
SECTION 7
CREW ENTRY STEP ASSEMBLY

The airplane may be equipped with a crew entry step
tor
98Ch crew
entry door. The step assembly attaches to the fioorboard just inside the
entry door and extends toward ground level, providing two steps ter
entering or exiting the airplane. When not in use, the step assembly
folds and stows just nside the cabin, nboard of 98Ch entry door.
CARGO BARRIER ANO 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
loase cargo from moving forward into the pilot's and copilot's stations
during an abrupt deceleration. The barrier consists of a Ushaped
assembly of honeycomb composite construction. The assembly
atta ches to the four seat rails at the bottom at station 153 and to
structure at the top at approximately statian 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 mi in the space between
the barrier assembly and the airplane sidewalls.
The side nets are fastened to the alrplane 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 ls 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 instaHed 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 f100r 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 precludes loase articles from falling out
the cargo door when the doors are opened. The restraining net consists
af two halves which part in the center af the door opening. The front
and rear halves slide fore and aft, respectively, on a rod to apen 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 ls dosed, the two halves
are held together by snap-type fasteners.
SECTlON 7
CESSNA
MOOEL 2088 G1000
CARGO/AIRPLANE TIE-DOWN EQUIPMENT

Various items af tie-down equipment are available ter securing cargo
within the airplane and/or tying down the airplane. This equipment
consists af tie-down belt assemblies having various load ratings and
adjustment devices and two types af quick-release tie-down ring
anchors ter securing the belts to the cabin seat tracks and anchor
plates. Reter to Seetian 6 ter the recommended use and restrictions af
this equipment.
HOISTING RINGS
Provisions are made ter the in5tallation af tour hoisting rings which
attach to the left and right sides af both tront and raar spar wing-tofuselage attach fittings. Each hoisting ring consists af a hinge which
replaces the washer on the attachment bolt 01 the fitting. The upper hall
af the hinge Gontains 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. lo gain access to the hoisting rings, when
installed, it 1s necessary to remove the wing-to-fuselage fairing strips.
RELlEFTUBE
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 011 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. lo 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 en-off lever to the off position, remove the hose to check for
leakage, and resafety the en-off lever in the off position.
CESSNA
MODEL 2088 G1000
SECTION 8
HANDLING, SERVICE, ANO MAINTENANCE
AIRPLANE HANDLING,
SERVICE & MAINTENANCE
TABLE OF CONTENTS
Page
Introduction . . .
......................
. .. . 8-3
Identifieation Plate .
. . . . . . . . . . . . . . . . . .. 8-4
Cessna Owner Advisories .
...................
. ... . 8-4
Publieations.. .
. . . .. .. . ..
. .............. 8-5
Airplane File. . . . .
.................
. ........ 8-6
Airplane Inspeetion Periods.
. ............................ 8-6
FAA Required Inspeetions. . . . . . .
. ............... 8-6
Cessna Progressive Care. . . . . . . . . . . . .
Cessna Customer Care Program . . . . . . . . . . . . . . . . .
. .... . 8-7
. .... . 8-7
PhaseCard Inspeetion. .. . . . . . .. .. . . . ..
CESCOM System . . . . . . . . . . . . . . . . . . . . . . .
Engine Condition Trend Monitoring. . . . . . . . . . .
. ..... 8-8
. .. 8-8
. . . 8-8
Pilot Conducted Preventive Maintenance. .
. . . 8-9
Alterations or Repairs . . . . .. .........

. ........ . 8-10
Ground Handling. . . .
. ..... 8-10
Towing. . . . . . . . . . . . . . . .
........
.8-10
. .................. 8-11
Parking . . . . . . . . . . . . . .
Tie Down.. .. .. .. .. .
.8-11
Jaeking
........
..............
. .8-12
Leveling.
. .8-13
Servieing . . .
. ... 8-14
Oil . .
.........
. ... 8-15
Fuel.
........
. .. 8-17
Landing Gear . . . . . . . . . . . .
..........
. ...... 8-24
Oxygen . . . . . . . . . . . . . . . .
.........
. ... 8-24
Ground Deice/Anti-lce Operations.
. ...... . 8-24
Holdover Timelable (Type 1, Type 11, Type 111,

and Type IV Fluids). .
. .................. .
Essential Areas to be Deieed ... .
Essential Areas to Apply Anti-iee Fluid ............ .
Dejee and Anti-Ice Fluid Direet Spray
Avoidance Afeas.
. ....... .
Deieing and Anti-Ieing Applieation ......... .

.8-28
. .... 8-34
. .. 8-35
. .8-36
. .8-37
SECTION 8
CESSNA
MODEL 2088 G1000
Page
Cleaning and Care .....
. 8-38
.. .... 8-38
Windshield and Windows . ...
8-38
Windshield and Window Maintenance Procedures ..
Cleaning Instructions.. . ....... .
........ 8-38
8-40
Windshield and Window Preventive Maintenance . .
Materials for Acrylic Windshields and Windows
8-41
8-42
Painted Surfaces ........... .
Stabilizer Abrasion Boot Care ... .
8-43
Propeller Care .....
. 8-43
Engine Care . .
.............
. ....... .
.. ... 8-44
....... 8-44
Engine Exterior/Compartment Cleaning
8-45
Engine Compressor Wash .
. .... 8-45
Compressor Turbins Blade Wash ............. .
Interior Care ............... .
.. 8-46
8-47
Prolonged Out-of-Service Care ..... .
Bulb Replacement During Flight.
8-48
Bulb Replacement ....... .
8-49
CESSNA
MODEL 2086 G1000
SECTION 8
HANDLING, SERVICE, AND MAINTENANCE
OIL (Continued)
WARNING
Make sure oil dipslick cap is securely lalched

down, Operaling Ihe engine wilh less Ihan Ihe
recommended oil level and wilh Ihe dipslick cap
unlalched will resull in excessive oil loss and
evenlual engine sloppage.
NOTE
To obtain an accurate oH level reading, jt is recommended

the oH level be checked either within 10 minutes afier
engine shutdown while the oil is hot (MAX HOT marking) or
prior to the first fiight 01 the day while the oil is cold (MAX
COLD marking). If more than 10 minutes has elapsed sinea
engine shutdown and engina oH is still warm, perform an
engine dry motoring fun befare checking olllevel.
OIL DRAIN PERIOD
For engines aperated 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
angines aparated in high utilization commuter airline type operation, a
basie oil drain periad 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).
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).
SECTION 8
CESSNA
MODEL 2088 G1000
FU EL (Conlinued)
ALTERNATE/EMERGENCY FUEL:
Aviation Fuel (AIl grades of military and commercial aviatian
gasoline).
CAUTION
Aviation gasoline is restricted to emergency use and
shall not be used lor more than 150 hours in one
overhaul periodo A mixture 01 one part aviation gasoline
and three parts 01 Jet A, Jet A-1, JP-1, or JP-5 may be
used lor emergency purposes lor a maximum 01 450
hours per overhaul periodo
CAPACITY EACH TANK:
167.8 U.S. Gattons.
CAUTION
To obtain accurate luel quantity indicator readings,
verify the airplane is parked in a laterally level condition,
or, il in flight, make sure the airplane is in a coordinated
and stabilized condition.
FUEL ADDlTIVES
A variety af fuets may be used in the airplane. When operating in
outside air temperatures af QOC or colder, each fuel must have an
anti-icing addilive, (EGME) or (DIEGME), incorporaled or added to the

fuel during refueling.
Make sure the correct concentration of anti-icing additive is present in
the fuel if freezing temperatures will be present during any part of any
fiighl.
It is recommended that fuel anti-icing additive be used to control
bacteria and lung;, The anti-ice additives EGME/DIEGME have shown
(thraugh service experience) that lhey provide acceptable praleclion
from microorganisms such as bacteria and fung that can rapidly
multiply and cause serious corrosian in tanks and may block filters,
screens and fuel metering equipment.
(Conlinued Next Page)
CESSNA
MODEL 208B G1000
SECTION8
GROUND DEICE/ANTI-ICE OPERATIONS
(Continued)
WARNING
Type 11, Type 111, and Type IV anli-ice fluid is

designed for use on airplanes with a V R speed of 85
knots or greater. Whenever Type 11 or Type IV anliice fluid is applied lo the airplane, the takeoff flap
setting is limited to UP and Ihe VR is 88 KCAS.
Refer to Section 2 for limitations and Seclion 5 for
takeoff distances with flaps UP setting and lifloff
speeds in KIAS. The takeoff dislance charts for
flaps UP setting start wilh the airplane's maximum
weight for normal operalions.
NOTE
It is recommended that flight crews refamiliarize
themselves seasonaliy with the foliowing pUblications for
expanded dees and ant-ice procedures:
Cessna 208 Seres Maintenance Manual, Chapter 12.
FAA Advisory Circular AC135-17, dated 14 December

1994 or later.
FAA Advisory Circular AC20-117, dated 17 December

1982 or later.
Cessna Aircraft Company SNL 08-1 and FAA notice

8900.104: FAA-Approved deicing program updates,
winter 2009-2010.
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 anset of freezing. For this reason, they are referred to
as Freezing Point Depressant (FPD) fluids. Deicing Huid is classified as
Type 1. Anti-icing fluid is classified as Type 11, Type 111, or Type IV.
Deicing and anti-'Icing with f1uids may be performed as a one-step or
two-step process. The one-step deicing procedure nvalves using Type
I deiee fluid to remove ice and slush from the airplane prior to departure
and to provide mnimal anti-icing protection as provided in the Type I
holdover timetable (refer to FAA notice 8900.104, dated 11-25-09 or
later).
SECTlON 8
CESSNA
MODEL 2088 G1000
GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

The procedure involves applying Type 11, Type 111, or Type IV anti-ice
fluid to make sure the airplane remains dean after deicing. Type 11,
Type 111, or Type IV fluid is used to provide longer-term anti-icing
protection. Type 1, Type 11, Type 111, and Type IV fluids have time
limitation befare 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 01 lactors, charts can
provide only approximate estimates. It remains the responsibility of the
pilot-in-command to determine the effectiveness of any deicing or antiicing procedure. Reler to FAA notice 8900.104, dated 11-25-09 or later
lor Type 1, Type 11, Type 111 or Type IV fluids.
CAUTION
Type 1, Type 11, Type 111, and Type IV fluids are not
compatible and may not be mixed. Additionally, most
manulacturers prohibit the mixing 01 brands within a
type. However, the same spray equipment may apply
Type 1 and Type 111 fluids. Line personnel should be
supervised by the pilot in command to ensure proper
application 01 Type 1 deice, and Type 11, Type 111, or
Type IV anti-ice fluids.
NOTE
Deicing f1uids are not ntended tor 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 Nex! page)
CESSNA
MODEL 208B G1000
SECTION 8
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 I fiuid. 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 Irom the hangar to the fiight line. Type I deicing
Iluids should be sprayed on the airplane (with engine shutdown) in a
manner that minimizes heat 1055 of fluid to the airo The fluid should be
applied in a temperature range lrom 160F to 180F (71C to 82C)
using a solid cone pattern 01 large coarse droplets. Fluid should be
sprayed as clase as possible to the airplane surfaces, but not closer
than approximately 10 feet if a high-pressure nozzle is used.
Application techniques lor Type 11, Type 111, and Type IV fiuids are the
same as Type 1, except that since the airplane is already clean, the
application should last only long enough to properly coat the airplane
surfaces. However, Type 11, Type 111, or Type IV fiuid is sometimes
heated and sprayed as a deicing fluid. For this case, it should be
considered a Type I fluid as the heat may change the characteristics of
the thickening agents in the fluid. Therelore, Type 11, Type 111, or Type IV
fluid applied in this manner will not be as effective as it would be if it
were applied at ambient temperature.
Reler to the Essential Areas to be Deiced figure lor areas to spray Type
I deicing fluid, Essential Areas to Apply Anti-lce Fluid figure for areas to
spray Type 11, Type 111 and Type IV anti-icing fiuid, Deice and Anti-Ice
Fluid Oirect Spray Avoidance Areas figure for areas to avoid spraying
directly, and Deicing and Anti-icing Application figure for sequence of
application. Heated solutions 01 FPD are more effective than unheated
solutions because thermal energy is used to melt the ice, snow. or frost
formations. Type I deicing fluids are used in the diluted state, with
specific ratlos of fluid-to-water dependent on ambient temperature.
Type I deicing fiuids have a very limited holdover time (reler to FAA
notice 8900.104, dated 11-25-09 or later).
SECTION 8
CESSNA
MODEL 2088 G1000

CAUTION
Type I fluids should never be used lull strength
(undiluted). Undiluted glycol fluid is quite viscous below
14'F (-10'C) and can actually produce lit! reductions 01
about 20 percen!. Additionally, undiluted glycol has a
higher Ireezing point than a glycol/water mixture.
NOTE
Oeicing and anti-icing procedures must be ctosely

coordinated between the pitot in command and ground
crews, and carried out in a timely manner. Uttimate
responsibility lor salety 01 fiight 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 afea to be deiced and anti-iced must be visible
from the cockpit and must be used to previde a
conservative estmate for subsequent ice accumulations
on unseen afeas af the airplane befare initiating takeoff.
Due to the weight and C.G. changes that occur while

deicing the airplane, a tall stand must be placed under
the tail to prevent the airplane from tipping on ts tail.
HOLOOVER TIMETABLE (TYPE 1, TYPE 11, TYPE 111, ANO

TYPE IV FLUIDS)
NOTE
Reler to FAA notice 8900.104, dated 11-25-09 or later for

holdover timetables.
The length ot time that deicing and anti-icing f1uids remain effective is
known as "holdover time". The holdover timetables tor Type I deicing,
and Type 11, Type 111, or Type IV anti-icing fluids are only an estimation
and vary depending on many tactors (temperature, precipitation type,
wind, and airplane skin temperature). The holdover times are based on
the mixture ratio appropriate ter the OAT. Holdover times start when the
last application has begun.
(Continued Nex! Page)
CESSNA
MODEL 2088 G1000
SECTION 8

TYPE IV FLUIOS) (Continued)
GuideHnes tar maximum holdover times anticipated by the FAA, in
ceordination with Transport Canada (TC) and the SAE G-12 Aircraft
Ground Deicing Holdover TIme Subcommittee generated the HOT
guidelines published in FAA Notice 8900.104 lor Type 1, Type 11, Type 111
or Type IV, and ISO Type 1, Type 11, Type 111, or Type IV fluid mixtures.
Type I HOTs are a function af weather Gonditions and outside air
temperature (OAT) while the HOTs lor Type 11, Type 111, and Type IV
f1uids are primarily a function af the OAl, precipitation type and
intensity, and percent FPD fluid concentration applied.
NOTE
The SAE no longer publishes HOT guidelines.

CAUTION
Aircraft operators are solely responsible lor ensuring
that holdover timetables centain current data.
The tables are lor use in departure planning only and
should be used in conjunction with pretakeoff
contamination check procedures.
The time 01 protection will be shortened in heavy
weather conditions. High wind velocily and jet blast
may cause a degradation 01 the protective film. II
these conditions occur, the time 01 protection may be
shortened considerably. This is al so the case when
luel temperature is significantiy lower than OAT.
NOTE
Holdover timetables in FAA notice 8900.104, dated

11-25-09 or later do not apply to other than SAE or ISO
Type 1, Type 11, Type 111 or Type IV fluids.
The responsibility lor the application 01 this data remains
with the user.
SECTION 8
CESSNA
MODEL 208B G1000

TYPE IV FLUIOS) (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 inleta 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 DEI CE FLUID
NOTE
Freezing point of Type I fluid mixture must be at least
10C (18F) below OAT.

Holdover time starts when last application has begun.
Type I fluid should be sprayed on the airplane (with

engine off) in a manner which minimizes heat 1055 to the
airo If possible, fluid should be sprayed in a salid cone
pattern of large caarse droplets at a temperature of
160F to 180F. The fluid should be sprayed as close as

possible to the airplane surfaces, but not eloser 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 just prior to taxiing
onto the active runway. Critical areas of the
airplane such as empennage, wings, windshield,
control surfaces, and engine inleta 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.
CESSNA
MODEL 2088 G 1000
SECTION 8
TYPE 11 ANTI-ICE FLUID

NOTE
Freezing point of Type 11 fluid mixture must be at least
Y'C (13'F) below OAT.
Application techniques for Type 11 fluid are the same as

far Type 1, except that since the airplane is already
elean, the application should last only long enough to
properly coat the airplane surfaces.
I
I
I
Type 11 fluid can be applied undiluted at ambient

temperature to a "elean" airplane within three minutes
after deicing is completed, due to the limited holdover

times of Type I deice fluid. Type 11 fluid is however,
sometimes heated and sprayed as a deicing fluid. For
this case, it should be considered a Type I fluid, as the
heat may change the characteristics of the thickening
agents in the fluid. Type 11 fluid therefore, applied in this
manner, will nol be as effective as it would be jf it were
applied at amblent temperature.
CAUTION
Some Type 11 fluids could form a thick or high strength

gel during "dry-out" and when rehydrated can freeze
restricting movement of ftight control surfaces, while in
flight.
WARNING
When ground icing conditions are present, a. pretakeoff conlamination check must be conducted by
the pilot in command within 5 minutes of lakeoff,
and engine inlets must be checked to make sure
SECTION 8
CESSNA
MODEL 2088 G1000
TYPE 111 ANTI-ICE FLUID

NOTE
Freezing point af Type 111 fluid mixture must be at least
rc (13F) below OAT.
Application techniques ter Type 111 fluid are the same as

tar Type 1, except that since the airplane is already
clean, the application should last only long enough to

Type 11 fluid must be applied undiluted at ambient

temperature to a "clean" airplane within 3 minutes afier
deicing is completed due to the limited holdover times af
Type I deiea fluid. However, Type 11 fluid is sometimes
heated and sprayed as a deicing fluid. For this case, it
should be considered a Type I Iluid, as the heat may

change the characteristics af the thickening agents in the
fluid. Therefore, Type 11 fluid applied in this manner will
not be as effective as it would be if jt were applied at
ambient temperature.
WARNING
When ground icing conditions are present, a pretakeoff contamination check must be conducted by
the pilot in command within 5 minutes of takeoff,
and engine inlets must be checked to make sure
TYPE IV ANTI-ICE FLUID

CAUTION
The time 01 protection will be shortened in heavy
weather conditions. Heavy precipitation rates, high
moisture content, 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.
CESSNA
MODEL 2086 G1000
SECTION 8
TYPE IV ANTI-ICE FLUID (Continued)

NOTE
Freezing point of Type IV fluid mixture must be at least
rc (13"F) below OAT.
Application techniques lor Type IV fluid are the same as

far Type 1, except that since the airplane is already
clean, the application should last only long enough to
I
I
Type IV fluid can be applied undiluted at ambient

temperature to a "dean" airplane within three minutes
alter deicing is completed, due to the limited holdover

times 01 Type I deice Iluid. Type IV Iluid is however,
sometimes haated and sprayed as a deicing fluid. Far
this case, it should be considered a Type I fluid, as the

heat may change the characteristics of the thickening
agents in the fluid. Type IV fluid therelore, applied in this

manner, will not be as effective as 1t would be if 1t were
applied at amblent temperature.
CAUTION
Some Type IV fluids could lorm a thick or high

strength gel during "dry-out" and when rehydrated
can Ireeze restricting movement 01 flight control
surfaces, while in flight.
Some Type IV fluids exhibit poor aerodynamic
elimination (1Iow-off) qualities at colder
temperatures.
Heated areas 01 airplane (i.e., heated leading edge)
should be avoided due to the lact that fluid may "dryout" into hard globular nodules.
SECTION 8
CESSNA
MODEL 208B G1000
ESSENTIAL AREAS TO BE DEICED
SHADED AREAS INDICATE ESSENTIAL AREAS TO BE DEICED.

NOTE
1. Give special attention to the gaps between the flight controls.

Al! snow, ice, and slush must be removed from these gaps.
2. Rernove 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 Stal1 Warning Vaneo
Figure 8-1
CESSNA
MODEL 208B G1000
SECTION 8
OEICING ANO ANTI-ICING APPlICATION

NOTE
By starting the deiee and anti-iee application at the left front

area of the airplane, the pilot can then get a conservative
estmate of how quickly ice forms by observation from
nside the cockpit. Because the cockpit is the firsl area
deced or anti-lced, it will be the first area where ice will
form a9ain.
Start
Figure 8-4
SECTION 8
CESSNA
MODEL 2088 G1000
CLEANING ANO CARE

WINOSHIELO ANO WINOOWS
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 caver 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.
WINOSHIELO
PROCEOURES
WINOOW
ANO
MAINTENANCE
The following procedures provide the mQst current nfarmatian

regarding cleaning and servicing windshields and windows. Improper
cleaning or use of unapproved cleaning agents can cause damage to
these surfaces.
CLEANING INSTRUCTIONS
CAUTION
Windshields and windows ean be easily damaged by

improper handling and eleaning teehniques.
1. Place airplane nside hangar or in shaded area and allow to cool
from heat of sun's direct rays.
2. Using elean (preferably running) water, fiood the surtaee. Use

bare hands with no jewelry to feel and dislodge any dirt or
abrasive materals.
3. Using a mild soap or detergent (such as a dishwashing liquid) in
water, wash the surface. Again, use only the bare hand to previde
rubbing force. (A clean cloth may be used to transfer the soap
soluton to the surface, but extreme care must be exercised to
prevent scratching the surface.)
CESSNA
MODEL 208B G1000
SECTION8
BULB REPLACEMENT
ANNUNCIATOR PANEL LlGHTS
Push in on face of tight assembly and allow
assembly to pop out. Pull assembly out 10
limll of Its hinged retainer and allow it to
rotate 90 degrees down. Ratainar will keep
light assembly suspended in this paslion.
Uf! defectlve butb out of assembly and
raplace with MS25237~327 bulb (MS25237891814-volt bulb in IGNlnON QN lght
assembly only). Rotate light assembly
upward into posilion and press Into place.
NOTE:
Each light assembly contains two
OOlbs, and , tf necessary, remains

sufficiently iIIuminated wtth one
bulb defective.
POSTLIGHTS
Grasp lens cap and pull slraight out from
socket. Pull bulb from cap and raplace
with MS25237-327 bulb. Replace cap In
socket and rolate cap to direct light In
desired direcUon.
CONTROL WHEEL MAP LlGHT

Grasp rim of bulb, push straight up and
tum counterclockwise as far as possible,
then pull bulb straight Clown and out of
socket. Replace with 24R8 bulb. lo install

new bulb in socket, al~n pins on bulb with
slots in socket, then push straight up and
(Qtate bulb clockwise as far as possible.
258SRt043
Figure 8-6
SECTION 8
CESSNA
MODEL 2088 G1000
CESSNA
MODEL 208B (675 SHP)
SECTION9
SUPPLEMENTS
SUPPLEMENTS
INTRODUCTION
This seeton 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 aU limitations
and procedures appropriate ter their airplane are observed.
NOTE
Sorne supplements cantaln references to equipment
manufacturers pHot's manuals which are supplied with the
airplane at the time 01 delivery Irom the lactory, or

whenever equipment is installed afiar delivery. These
manuals must be kept up-to-date with the latest revisions
issued by the publisher. These vendar 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.
Limitations
contained
in
the
following
supplements are FAA approved. Observance of
these operating limitations is required by Federal
Aviation Regulations.
SECTlON 9
SUPPLEMENTS
CESSNA
MODEL 208B (675 SHP)

Pilot S Operating Handbook

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Pilot's Operating Handbook

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THIS MANUAL WAS PROVIDED FOR THE

Cessna Aircraft Company

PILOT'S OPERATING HANOBOOK

REVISION 2 - 28 OECEMBER 2010

PART NUMBER: 208BPHBUS-02

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Aircraft Company under carefully documented conditions

FuI! Feathering, Reversible. Diameter . ..... .

Aircraft Company under carefully documented conditions

operational data in other seetions 01 this POH/AFM.

ORIGINAL ISSUE ANO REVISIONS

documents Ihal are published independently Irom Ihe POHIAFM. They

Reler lo Ihe example below for a breakdown:

' - - - - - - - - - - Airplane Model- (2088)

LOG OF EFFECTIVE PAGES

2-1 thru 2-6

(Continued Next Pagel

LOG OF EFFECTIVE PAGES

3-1 thru 3-5

(Continued Next Pagel

LOG OF EFFECTIVE PAGES

4-1 thru 4-2

5-1 thru 5-2

6-1 thru 6-3

(Continued Next Pagel

LOG OF EFFECTIVE PAGES

7-1 thru 7-6

8-1 thru 8-2

9-1 thru 9-2

~iI.IoS.Ay . la. Aclillg ./ ad

,.;::s dUP.dp-l' ;;;ZYO

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This Page Intentionally Left 81ank

This POH/AFM is not intended to be a guide for

propeller through a two-stage planetary gearbox at the lront 01 the

McCauley Accessory Division

SYMBOLS, ABBREVIATIONS ANO TERMINOLOGY

AIRPLANE PERFORMANCE ANO FLlGHT PLANNING

9 is acceleration due to gravity.

Before Landing procedures is assumed. Extreme

Land As Soon Land at a suitable airport. Unless reference to

alternate Abnormal Befare Landing procedures is

N.ulic.1 Miles Per Thous.nd Pounds of Fuel is the

PPH signifies pounds per hour and is the amount 01

safely used in f1ight.

WEIGHT ANO BALANCE TERMINOLOGY

Arm is the horizontal distance from the reference datum

to the center 01 gravity (C.G.) 01 an item.

(Continued Next Pagel

SYMBOLS, ABBREVIATIONS ANO TERMINOLOGY

the total weight.

Reference Oatum is an imaginary vertical plane 100

Residual Fuel is the fuel remaining when the airplane is

Scale Orift may occur on some types of electronic scales

(Continued Next Page)

SYMBOLS, ABBREVIATIONS ANO TERMINOLOGY

readings. Tare is deducted from the scale reading to

Autopilot is a system which automatically controls

Flight Director is a system which prevides visual