Pilot's Operating Handbook & FAA Approved Airplane Flight Manual For Cessna Grand Caravan EX

CESSNA MODEL 208B
867 SHP - GARMIN G1000

Serials 208B2197 and 208B5000 and On
SUPPLEMENT 1
TKS ICE PROTECTION SYSTEM
FOR CARGO POD EQUIPPED AIRPLANES
SERIAL NO.
REGISTRATION NO.
This supplement must be inserted into Section 9 of the Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual when the TKS Ice Protection System for
Cargo Pod Equipped Airplanes is installed.
COPYRIGHT © 2013
24 MAY 2013
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA REVISION 2 - 21 AUGUST 2014
208BPHCUS-S1-02 U.S. S1-1
SECTION 9 - SUPPLEMENTS CESSNA
SUPPLEMENT 1 MODEL 208B 867 SHP
GARMIN G1000
SUPPLEMENT 1
TKS ICE PROTECTION SYSTEM FOR CARGO POD

EQUIPPED AIRPLANES
Use the Log of Effective Pages to determine the current status of this
supplement.
Pages affected by the current revision are indicated by an asterisk (*)
preceding the page number.
Supplement Status Date

Original Issue 24 May 2013
Revision 1 16 May 2014
Revision 2 21 August 2014
LOG OF EFFECTIVE PAGES
Page Page Revision

Number Status Number
* S1-1 thru S1-2 Revised 2
S1-3 thru S1-4 Original 0
* S1-5 Revised 2
S1-9 Revised 1
S1-10 Original 0
* S1-11 Revised 2
* S1-17 thru S1-76 Revised 2
* S1-77 thru S1-80 Added 2
FAA APPROVED
S1-2 U.S. 208BPHCUS-S1-02
CESSNA SECTION 9 - SUPPLEMENTS
MODEL 208B 867 SHP SUPPLEMENT 1
GARMIN G1000
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the
operation of the airplane, and have been incorporated into this
supplement. This list contains only those Service Bulletins that are
currently active.
Number Title Airplane Serial Revision Incorporated

Effectivity Incorporated in Airplane
FAA APPROVED
GARMIN G1000
TKS ICE PROTECTION SYSTEM FOR CARGO POD
EQUIPPED AIRPLANES
GENERAL
This supplement must be placed in Section 9 of the basic 208B 867
SHP Garmin G1000 Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual (POH/AFM), Revision 1, dated 22 May 2013 or
later, when the TKS Ice Protection System is installed on Cargo Pod
Equipped Airplanes. The information contained in this document
supplements or supersedes the basic POH/AFM only in those areas
listed. For limitations, procedures, performance, and loading
information not contained in this supplement, consult the basic POH/
AFM.
FAA APPROVED
GARMIN G1000
LIMITATIONS
The following Limitations supersede and/or are in addition to the
Limitations set forth in the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual:
The airplane must be operated, and its ice protection systems must be
used, as described in Normal, Abnormal and Emergency Procedures
contained in this supplement. Specific operational speeds and
performance information must be used where established for such
conditions.
REQUIRED TRAINING
Specific training for flight into known or forecast icing conditions
provided by Cessna Aircraft Company is required to be successfully
completed by the pilot in command within the preceding 12 calendar
months for any flight into known or forecast icing conditions.
Operators conducting operations under 14 CFR 121 and 14 CFR 135

may apply the grace provisions of 121.401(b) or 135.323(b) to the crew
member’s base month, as appropriate.
Completion of either of the following courses will meet this training
requirement:
TKS-Equipped Caravan Cold Weather Ops Course (C14697, Onsite)
TKS-Equipped Caravan Cold Weather Ops Course (C14698, Online)
NOTE
Pilots that have completed the Caravan Cold Wx Ops and
Cold Wx Ops TKS training under any of the previous course
numbers will still be shown in compliance for up to 12
calendar months from the last training completion date.
FAA APPROVED
GARMIN G1000
LIMITATIONS (Continued)
PREFLIGHT
All checks and inspections as specified under Preflight Inspection,
Before Starting Engine and Before Takeoff Check contained in the
Normal Procedures section of this supplement must be satisfactorily
completed prior to flight into known or forecast icing conditions.
Takeoff is prohibited with any frost, ice, snow, or slush adhering to the
wings, tail, control surfaces, propeller blades, or engine air inlets.
WARNING
• The TKS Ice Protection System is not approved
for airplane deicing during ground operations.
Use only approved deice/anti-icing fluids to
make sure the critical surfaces are free of
contamination before flight.
• Even small amounts of frost, ice, snow, or slush
on the wing may adversely change lift and drag.
Failure to remove these contaminants will
degrade airplane performance and will prevent a
safe takeoff and climb.
FAA APPROVED
GARMIN G1000
VISUAL AND TACTILE CHECK

To assure the absence of frost, a tactile check of the wing leading edge
and upper surface, as specified in Section 4, Normal Procedures of the
basic POH/AFM, is required in addition to a visual inspection if the OAT
is below 10°C (50°F). During ground icing conditions, takeoff must be
accomplished within 5 minutes of completing the tactile check unless
the airplane is operated per 14 CFR 135.227(b)(3).
Ground icing conditions are defined as:

1. The OAT is 2°C (36°F) or below and visible moisture is present
(i.e. rain, drizzle, sleet, snow, fog, water is present on the wing,
etc.), or,
2. The OAT is 5°C (41°F) or below and conditions are conducive to
active frost formation (e.g. clear night with a dew point
temperature/OAT difference of 3°C (5°F) or less).
The upper surface of each wing must be inspected for the condition
and presence of Vortex Generators (VGs). Each wing must have all 10
VGs installed on the upper surface. All 10 VGs must be present on
each wing or takeoff is prohibited for any flight regardless of planned
flight into known or forecast icing.
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 ground deicing/anti-ice fluid
application).
FAA APPROVED
GARMIN G1000
WEIGHT LIMITS
There are no additional limitations on the maximum allowable takeoff
weight into known or forecast icing conditions for airplanes equipped
with the TKS Ice Protection System. The maximum allowable operating
weights for the airplane are:
Maximum Ramp Weight . . . . . . . . . . . . . . . 8842 Pounds (4010 kg)
Maximum Takeoff Weight. . . . . . . . . . . . . . . 8807 Pounds (3994 kg)
Maximum Landing Weight . . . . . . . . . . . . . . 8500 Pounds (3855 kg)
MINIMUM DISPATCH FLUID

Minimum ice protection fluid for takeoff for flight into known or forecast
icing conditions is 11.7 U.S. gallons (44.27 Liters)
This minimum amount of fluid allows for 45 minutes of ice protection
with the PRIMARY switch set to HIGH mode. The sight gage on the
TKS Ice Protection System tank is the only means of making sure there
is adequate fluid quantity onboard before each flight. Refer to Figure
S1-8, System Endurance Characteristics, in the Airplane and Systems
Descriptions section of this supplement to make sure proper fluid
quantity is onboard prior to each flight into known or forecast icing
conditions.
FAA APPROVED
GARMIN G1000
APPROVED ICE PROTECTION FLUID

The TKS Ice Protection System tank must be serviced with the
following fluid:
Specification DTD 406B
Trade names for DTD 406B include:

TKS Fluid (D.W. Davies)
AVL-TKS (Aviation Laboratories)
AeroShell Compound 07 (Shell)
AL-5
Fluids conforming to this specification may be mixed in the TKS Ice

Protection System tank in any proportions.
WARNING
Under no circumstances are fluids other than those
listed above to be used in the TKS Ice Protection
System. Some fluids currently used for ground
deicing purposes contain thickening agents which
may block the porous panels. If it is known or
suspected that such a fluid has been placed in the
tank, do not operate the system.
POROUS PANEL CLEANING

Only the following fluids are approved for cleaning the TKS leading
edge porous panels:
1. Water (with soap or detergents)
2. Approved TKS Ice Protection System Fluids
3. Isopropyl Alcohol
FAA APPROVED
GARMIN G1000
MINIMUM SPEEDS IN ICING CONDITIONS

The minimum airspeeds for operations in icing conditions with a FULLY
FUNCTIONAL TKS Ice Protection System operating are:
WING FLAPS UP or TO/APR . . . . . . . . . . . . . . . . . . . . . . . 95 KIAS
WARNING
• These speeds do not apply to takeoff when using
the published POH/AFM procedure for TYPE II,
TYPE III OR TYPE IV ANTI-ICE FLUID TAKEOFF
in Section 4, Normal Procedures of the POH/
AFM.
• With a failed TKS Ice Protection System,
maintain 120 KIAS with WING FLAPS UP (110
KIAS if climbing) and refer to the Emergency
Procedure Section of this supplement.
FLAP SETTING IN ICING CONDITIONS

WING FLAPS must be UP when holding in icing conditions.
WARNING
• With ice suspected on the airframe, or operating
with OAT at 5°C (41°F) or below in visible
moisture, do not extend WING FLAPS beyond
TO/APR for landing.
• WING FLAPS must be extended to TO/APR
during all phases of flight (takeoff and landing
INCLUDED) when airspeed is below 95 KIAS.
This does not apply to takeoff when using the
published POH/AFM procedure for TYPE II, TYPE
III OR TYPE IV ANTI-ICE FLUID TAKEOFF in
Section 4, Normal Procedures of the POH/AFM.
• The aural stall warning system does not provide
adequate stall warning in all icing conditions.
FAA APPROVED
S1-10 U.S. 208BPHCUS-S1-00
GARMIN G1000
REQUIRED EQUIPMENT
The following equipment must be installed and fully operational for
flight into known or forecast icing conditions:
1. Wing and wing strut leading edge porous panels
2. Horizontal stabilizer leading edge porous panels
3. Vertical stabilizers leading edge porous panels
4. Propeller fluid slinger assembly
5. TKS Ice Protection System equipment pack (tank assembly,
pumps, filter(s))
6. Windshield spray bar
7. Heated lift detector (stall warning) vane
8. Alternate Static Source
9. Left and Right Pitot/Static Tube Heat System
10. Wing Ice Inspection Light
11. Engine Driven Generator
12. Standby Electrical System
13. Engine Inertial Separator
14. Heater and Defroster
15. Hartzell Propeller: HC-B3TN-3AF/T10890CNB-2
16. Cargo Pod
17. Low Airspeed Awareness System
18. Windshield Ice Detection Light
19. Vortex Generators (10 per wing)
WINDSHIELD PUMP
The windshield pump is rated for intermittent use only. Continuous
operation may damage the pump.
WARNING
Do not operate the windshield pump continuously
longer than 10 seconds. Allow at least 10 seconds
between operations.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-11
GARMIN G1000
INERTIAL SEPARATOR
If the INERTIAL SEPARATOR is set to BYPASS at any point due to
suspected or actual icing conditions, do not return it to NORMAL until
the inertial separator door has been visually inspected and verified free
of ice and ice protection fluid. Comply with the SHUTDOWN AND
SECURING AIRPLANE check of the Normal Procedures in this
supplement.
PROPELLER SPINNER
Do not operate the airplane’s engine without the propeller spinner
installed in accordance with the Cessna Model 208 Series Maintenance
Manual.
ENVIRONMENTAL CONDITIONS
Icing conditions are defined as visually detected ice, or the presence of
visible moisture in any form at an OAT of 5°C (41°F) or below.
Known icing conditions are defined by 14 CFR Part 25, Appendix C.

These conditions do not include, nor were tests conducted in, all icing
conditions that may be encountered (e.g., freezing rain, freezing
drizzle, mixed conditions or conditions defined as severe).
WARNING
• Flight in conditions outside of 14 CFR Part 25
Appendix C is prohibited.
• The airplane must not depart or be flown into an
airport where freezing rain or freezing drizzle
conditions are being reported.
(Continued Next Page)
FAA APPROVED
S1-12 U.S. 208BPHCUS-S1-00
GARMIN G1000
ENVIRONMENTAL CONDITIONS (Continued)

Some icing conditions not defined in 14 CFR Part 25 Appendix C have
the potential of producing hazardous ice accumulations, which (1)
exceed the capabilities of the airplane’s ice protection equipment, and/
or (2) create unacceptable airplane performance and stall speed
increase. Pilots must be prepared to divert the flight promptly if
hazardous ice accumulations occur. Inadvertent operation in these
conditions may be detected by:
1. Unusually extensive ice is accreted on the airframe in areas not
normally observed to collect ice.
2. Accumulation of ice on the upper or lower surface of the wing aft
of the protected area.
3. Heavy ice accumulations on the windshield, or when ice forms
aft of the curved sections on the windshield.
4. Ice forms aft of the protected surfaces of the wing struts.
If these conditions are encountered, the pilot must take immediate

actions to exit these conditions.
Continued flight in icing conditions is prohibited after encountering one

or more of the following with the TKS Ice Protection System fully
functional and operating:
1. Airspeed in level flight at constant power decreases by 10 KIAS
using Maximum Cruise Power.
2. MEA or MOCA (if applicable) on current leg falls into Area “C” of
Figure S1-1, Enroute Tool For Exiting Icing, located in the
Performance section of this supplement.
Exit strategies must be determined during preflight planning.
FAA APPROVED
208BPHCUS-S1-00 U.S. S1-13
GARMIN G1000
AUTOPILOT OPERATION IN ICING CONDITIONS

Autopilot operation is prohibited when operating in icing conditions
which are outside the 14 CFR Part 25 Appendix C defined
Environmental Conditions listed in the Limitations section of this
supplement.
The autopilot must be disengaged when the BELOW ICING MIN SPD
flashing amber and white annunciation is activated.
The airspeeds listed in the Minimum Speeds In Icing Conditions in the

Limitations section of this supplement also apply to autopilot
operations.
MAXIMUM OPERATING ALTITUDES

Certified Maximum Operating Altitudes:
Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 Feet
Any flight conditions with ice on the airplane . . . . . . . . . 20,000 Feet
FAA APPROVED
S1-14 U.S. 208BPHCUS-S1-00
GARMIN G1000
PLACARDS
WARNING
The following information must be displayed in the
form of composite or individual placards. As a
minimum, the exact wording of these placards is
required as specified in this section. Placard
wording can be from part numbered placards
obtained from Cessna Aircraft Company or
equivalent placards installed by an approved repair
station in accordance with normal maintenance
practices/procedures.
INTERIOR PLACARDS
FLIGHT CREW AREA
In full view of the pilot on the sunvisor or windshield trim strip on
airplanes equipped for flight into known icing:

FAA APPROVED
208BPHCUS-S1-00 U.S. S1-15
GARMIN G1000
PLACARDS (Continued)
INTERIOR PLACARDS (Continued)
FLIGHT CREW AREA (Continued)
Adjacent to the TKS Ice Protection System controls:
Above the Standby Airspeed Indicator:
FAA APPROVED
S1-16 U.S. 208BPHCUS-S1-00
GARMIN G1000
INTERIOR PLACARDS (Continued)
FLIGHT CREW AREA (Continued)
Above dimming switch panel.Location may vary depending on installed
options
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-17
GARMIN G1000
EXTERIOR PLACARDS
Around the TKS Ice Protection Fluid Tank filler assembly:
FAA APPROVED
S1-18 U.S. 208BPHCUS-S1-02
GARMIN G1000
EXTERIOR PLACARDS (Continued)

On the front of the TKS Ice Protection System Tank:
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-19
GARMIN G1000
EXTERIOR PLACARDS (Continued)

Adjacent to TKS Ice Protection Porous Panels:
FAA APPROVED
S1-20 U.S. 208BPHCUS-S1-02
GARMIN G1000
EMERGENCY PROCEDURES
RED A-ICE PRESS LOW ANNUNCIATOR COMES ON
INTERMITTENTLY WITH PRIMARY SWITCH SELECTED
TO NORM
1. PRIMARY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
IF A-ICE PRESS LOW ANNUNCIATOR REMAINS ON

2. BACKUP Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. PRIMARY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE
The white A-ICE NORM annunciator will not be shown on
PFD with the BACKUP switch selected to the ON position.
4. PRI ANTI-ICE Circuit Breaker . . . . . . . . . . . . . OPEN (pull out)

(first row, fifth breaker from aft end)
5. TKS Ice Protection System . . . . . . . . . . . . . . . . . . . MONITOR
6. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 120 KIAS
(or greater until final approach and landing)
7. Icing Conditions . . . . . . . . . . . EXIT AS SOON AS POSSIBLE
IF A-ICE PRESS LOW ANNUNCIATOR GOES OFF

2. TKS Ice Protection System. . . . . . . . . . . . . . . . . . . . MONITOR
RED A-ICE PRESS LOW ANNUNCIATOR COMES ON

WITH PRIMARY SWITCH SELECTED TO HIGH OR MAX
FLOW SWITCH SELECTED TO AIRFRAME
1. BACKUP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NOTE
The white A-ICE HIGH annunciator will not be shown on
PFD with the BACKUP switch selected to the ON position.
3. PRI ANTI-ICE Circuit Breaker. . . . . . . . . . . . . . OPEN (pull out)
(first row, fifth breaker from aft end)
4. TKS Ice Protection System. . . . . . . . . . . . . . . . . . . . MONITOR
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-21
GARMIN G1000
EMERGENCY PROCEDURES (Continued)
AMBER A-ICE PRESS HI OR A-ICE FLUID LO

ANNUNCIATOR COMES ON
1. Icing Conditions. . . . . . . . . . . . EXIT AS SOON AS POSSIBLE
2. TKS Ice Protection System . . . . . . . . . . . . . . . . . . . . MONITOR
FAILURE OF ICE PROTECTION SYSTEM OR EXCESSIVE

ICE ACCUMULATION (OBSERVED OR SUSPECTED) ON
PROTECTED AIRPLANE SURFACES
1. MAX FLOW Switch . . . . . . . . . . . . . . . . . . . . . . . . . AIRFRAME
4. Landing Distance. . . . . . MULTIPLY POH/AFM DISTANCE BY:
2.2 - WING FLAPS UP
2.1 - WING FLAPS TO/APR
5. Minimum Approach Airspeed . . . . . . . . . . . . . . AT OR ABOVE:
120 KIAS - WING FLAPS UP
110 KIAS - WING FLAPS TO/APR
WARNING
• With an inoperative TKS Ice Protection System
porous panel(s), increase power to Maximum
Rated and exit icing conditions as soon as
possible. In heavy icing conditions, it may not be
possible to maintain altitude or proper glide path
on approach. In this case, it is imperative that a
safe airspeed be maintained.
• Stall speeds will increase with ice accumulation
on the wing and tail leading edges. Expect higher
than normal rates of descent with power
reduction.
FAA APPROVED
S1-22 U.S. 208BPHCUS-S1-02
GARMIN G1000

PROTECTED AIRPLANE SURFACES (Continued)
WARNING
• With unshed ice accumulations on the horizontal
stabilizer leading edge, do not extend flaps while
enroute or holding. When preparing to land use
the minimum flap setting required. Do not
exceed WING FLAPS TO/APR and maintain extra
airspeed consistent with available field length.
Do not retract the flaps once they have been
extended unless required for go-around. When
executing a go-around, retract flaps while
maintaining 5 to 10 knots extra airspeed.
• Use of WING FLAPS LAND with an ice
contaminated horizontal stabilizer leading edge
can result in abnormal elevator control forces.
The pilot should be prepared to apply the
necessary elevator control inputs to maintain the
desired pitch attitude while retracting the WING
FLAPS to TO/APR.
• The aural stall warning system does not provide
adequate stall warning in all icing conditions.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-23
GARMIN G1000

PROTECTED AIRPLANE SURFACES (Continued)
NOTE
• Maintain a minimum airspeed of 120 KIAS with WING
FLAPS UP (110 KIAS minimum if climbing). If unable to
maintain this airspeed in level flight, allow altitude to
decease to maintain airspeed.
• If there are unshed ice accumulations along the wing,
wing strut, or stabilizer leading edges during approach
and landing, follow the procedures listed under
Inadvertent Icing Encounters in Section 3, Emergency
Procedures, of the POH/AFM.
• With an accumulation of 0.25 inch (6.35 mm) or more on
the wing leading edges, be prepared for a significantly
higher power requirement, approach speed, stall speed,
and longer landing roll.
• If necessary, set up a forward slip for visibility through
the left portion of the windshield during the landing
approach.
• Select the minimum flap setting required for available
field length. Use a minimum approach speed for the
selected landing configuration. With ice suspected on
the airframe, or operating at OAT 5°C (41°F) or less in
visible moisture, do not extend WING FLAPS beyond
TO/APR for landing.
FAA APPROVED
S1-24 U.S. 208BPHCUS-S1-02
GARMIN G1000
INADVERTENT ICING ENCOUNTER AT ALTITUDES

ABOVE 20,000 FEET
1. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. TKS Ice Protection System. . . . . . . . . . . . . . . . . . . . . . . . . . ON
a. PRIMARY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(select HIGH if required)
b. MAX FLOW Switch . . . . . . . . . . . . . . . . . . . WINDSHIELD
(press momentarily and repeat if necessary to keep
windshield free of ice)
c. P/S HEAT/LOW A/S AWARE Switch . . . . . . . . . . . . . . . ON
d. STALL HEAT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
e. INERTIAL SEPARATOR. . . . . . . . . . . . . . . . . . . . . BYPASS
(rotate counterclockwise and PULL out)
CAUTION
If the INERTIAL SEPARATOR is set to BYPASS at any
point due to suspected or actual icing conditions, do not
return it to NORMAL until the inertial separator door has
been visually inspected and verified free of ice and ice
protection fluid.
3. CABIN HEAT and DEFROST Controls. . . . . . . . . . . . . . . . . ON
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS MAXIMUM
5. Altitude . . . . . . . . . . . . . . . . . . . . . DESCEND TO 20,000 FEET
(or below as soon as practical)
NOTE
• Operate in accordance with the Normal Procedures
contained in this supplement at altitudes of 20,000 feet
or below.
• Do not climb above 20,000 feet with any residual ice on
the airplane, regardless of atmospheric conditions.
• Turn IGNITION switch OFF after exiting icing conditions.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-25
GARMIN G1000
INERTIAL SEPARATOR MALFUNCTION

1. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . BYPASS
CAUTION
protection fluid.
2. Engine TRQ Indicator . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(torque redline and torque bug should drop approximately 100 to
200 foot-pounds)
IF INERTIAL SEPARATOR FAILS TO MOVE TO BYPASS

3. IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PROPELLER ANTI-ICE SYSTEM MALFUNCTION

IF UNEVEN OR INADEQUATE ANTI-ICING OF THE PROPELLER
BLADES IS INDICATED BY EXCESSIVE VIBRATION
1. A-ICE Annunciator. . . . . . . . . . . . . . . VERIFY NORM OR HIGH
(PRIMARY switch in NORM or HIGH)
2. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE
(MAX to MIN and return to MAX)
IF EXCESSIVE PROPELLER VIBRATION CONTINUES

FAA APPROVED
S1-26 U.S. 208BPHCUS-S1-02
GARMIN G1000
WINDSHIELD ANTI-ICE SYSTEM MALFUNCTION

IF WINDSHIELD ANTI-ICE SYSTEM DOES NOT DELIVER FLUID TO
THE WINDSHIELD
1. W/S ANTI-ICE Circuit Breaker . . . . . . . . . . . . . . . . . . . CHECK
(verify circuit breaker is IN)
(second row, fifth breaker from forward end)
2. MAX FLOW Switch . . . . . . WINDSHIELD, HOLD 6 SECONDS
(wait for total of 10 seconds)
IF WINDSHIELD ANTI-ICE SYSTEM STILL DOES NOT DELIVER

FLUID TO THE WINDSHIELD
4. Icing Conditions . . . . . . . . . . EXIT AS SOON AS PRACTICAL
NOTE
• Plan a straight-in approach if possible.
• Execute a forward slip as required for visibility through
left portion of the windshield.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-27
GARMIN G1000
AMBER L P/S HEAT, R P/S HEAT OR L-R P/S HEAT

ANNUNCIATOR COMES ON
1. PITOT HEAT Circuit Breakers (L and R). . . . . . . . . . . . CHECK
(verify both circuit breakers are IN)
(first and second row, third breaker from aft end)
2. Icing Conditions. . . . . . . . . . . . . . . . . . . . . EXIT IMMEDIATELY
WARNING
Do not rely on the Low Airspeed Awareness
System if L P/S HEAT or L-R P/S HEAT annunciator
comes on.
IF AMBER L P/S HEAT OR R P/S HEAT ANNUNCIATOR SHOWN ON

PFD
3. SENSOR Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
4. ADC 1/2 Softkey . . . . . . . . . . . . SELECT OPPOSITE SYSTEM
5. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(amber BOTH ON ADC 1 or 2 shown on both PFDs)
IF AMBER L-R P/S HEAT ANNUNCIATOR SHOWN ON PFD

3. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
4. ALT STATIC AIR Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(pull full out)
NOTE
The alternate static source is connected to the pilot side Air
Data Computer (ADC1) and standby instruments only.
Refer to POH/AFM, Section 5, Performance, Figure 5-1
(Sheet 2), Airspeed Calibration, and Figure 5-2, Altimeter
Correction, for Alternate Static Source airspeed and
altimeter corrections.
5. Airspeed . . . . . . . . . . . .EXPECT UNRELIABLE INDICATIONS

6. Fly the airplane using attitude, altitude, and power instruments.
FAA APPROVED
S1-28 U.S. 208BPHCUS-S1-02
GARMIN G1000
AMBER STALL HEAT ANNUNCIATOR COMES ON

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)
(bottom row, third breaker from forward end)
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
NOTE
• With continued ice buildup, expect no stall warning horn
during slow speed operation.
• Do not rely on the stall warning system. Maintain
airspeed in accordance with the Minimum Speed In Icing
Conditions in the Limitations section of this supplement.
• LAA functionality is independent of stall warning.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-29
GARMIN G1000
INADVERTENT ENCOUNTER WITH FREEZING RAIN,

FREEZING DRIZZLE, OR OTHER PERFORMANCE
CRITICAL ICING SITUATION
NOTE
Refer to Environmental Conditions, Limitations, contained
in this supplement for visual cues to identify severe icing
conditions (freezing rain or freezing drizzle).
ENROUTE
1. POWER Lever. . . . . . . . INCREASE TO MAXIMUM TAKEOFF
(do not exceed 850° ITT or 103.7% Ng)
2. Minimum Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 KIAS
(110 KIAS if climbing to exit icing condition)
3. TKS Ice Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . ON
a. PRIMARY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
b. MAX FLOW Switch . . . . . . AIRFRAME then WINDSHIELD
(press momentarily)
d. STALL HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
e. LED PANELS/ANNUN Rheostat. . . . . . . . . . . . . . ADJUST
(for ambient lighting conditions)
f. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
g. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . BYPASS
CAUTION
protection fluid.
4. ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
(declare an emergency to exit icing conditions)

FAA APPROVED
S1-30 U.S. 208BPHCUS-S1-02
GARMIN G1000
INADVERTENT ENCOUNTER WITH FREEZING RAIN,

FREEZING DRIZZLE, OR OTHER PERFORMANCE
CRITICAL ICING SITUATION (Continued)
APPROACH
1. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE
(as required to maintain airspeed and glidepath)
Do not exceed 850° ITT or 103.7% Ng.
2. Recommended Airspeed . . . . . . . . . . . . . . . . . . . . . . 120 KIAS
3. WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO/APR
4. TKS Ice Protection System. . . . . . . . . . . . . . . . . . . . . . . . . . ON
a. PRIMARY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
b. MAX FLOW Switch . . . . . AIRFRAME then WINDSHIELD
(press momentarily)
d. STALL HEAT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
e. LED PANELS/ANNUN Rheostat . . . . . . . . . . . . . . ADJUST
f. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
g. INERTIAL SEPARATOR. . . . . . . . . . . . . . . . . . . . . BYPASS
CAUTION
protection fluid.
5. ATC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
(declare an emergency and request straight-in approach)
6. Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 KIAS
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-31
GARMIN G1000
AMBER BELOW ICING MIN SPD ANNUNCIATOR

FLASHING AND AURAL WARNING HORN SOUNDS
IF ENROUTE (FLAPS UP)
1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . VERIFY DISCONNECT
2. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE
(airspeed above 95 KIAS)
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 KIAS
(minimum or greater during exit)
5. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
WARNING
WING Flaps must be extended to TO/APR anytime
airspeed is below 95 KIAS.
IF ON APPROACH (WING FLAPS - TO/APR)

1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . VERIFY DISCONNECT
3. Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(observe minimum airspeed for icing with WING FLAPS TO/
APR)
5. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
NOTE
When landing is assured the BELOW ICING MIN SPD
annunciator can be pushed to silence the horn.
FAA APPROVED
S1-32 U.S. 208BPHCUS-S1-02
GARMIN G1000
NORMAL PROCEDURES
WARNING
• Purge TKS panels after application of any type of
deice fluid. Placing the BACKUP switch in the
ON position for the recommended 4 minute
interval will ensure that the TKS panels are clear
of any residual deice fluid. Residual deice fluid
may become trapped in the TKS panels and
could potentially freeze and block or reduce TKS
panel fluid flow.
• Do not delay activation of the TKS Ice Protection
System with ice forming on the airplane.
• In order to minimize ice accumulations on
unprotected lower surfaces, maintain a minimum
speed of 95 KIAS with WING FLAPS UP during
operations in icing conditions. If unable to
maintain 95 KIAS at Maximum Rated Power,
change altitude and/or course to exit conditions.
NOTE
Icing conditions are defined as visually detected ice, or the
presence of visible moisture in any form at an OAT of 5°C
(41°F) or below.
If there is an inadvertent delay in activating the TKS Ice Protection

System, select PRIMARY Switch to HIGH until all ice is removed, then
select NORM or HIGH as required to prevent ice accumulation.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-33
GARMIN G1000
NORMAL PROCEDURES (Continued)
WARNING
The TKS Ice Protection System should not normally
be activated in dry, cold air. The ice protection fluid
is designed to mix with water impinging on the
airplane surface in normal operation. If dispensed
in dry, cold air, the fluid becomes a gel that takes
considerable time to clear, particularly on the
windshield.
The windshield pump cycles for approximately 4 seconds each time it is
activated. The windshield will take approximately 30 seconds to clear
after the spray cycle has ended. Ice should not be allowed to
accumulate on the windshield. Activate the windshield pump as
necessary to maintain clear forward vision.
Refer to Airplane and Systems Descriptions, TKS Ice Protection
System Operation, Indication and Messaging in this supplement for
description and operation of TKS indications.
CAUTION
• Other than the prescribed preflight steps outlined in
this section, BACKUP mode should not be used
during normal operations. It is intended for
emergency use only (as detailed in the Emergency
Procedures of this supplement). When operating the
TKS Ice Protection System use Normal Procedures,
and make sure that the BACKUP Switch is selected
to OFF.
• Simultaneous operations of the PRIMARY switch
selected to either NORM or HIGH and the BACKUP
switch selected to ON will increase fluid flow rates
without making the appropriate adjustments to the
time remaining function displayed on the MFD.
There are no system annunciations for operating the
system in BACKUP mode. The time remaining
function of the system display will become
unreliable; fluid quantity accuracy remains
unchanged.
FAA APPROVED
S1-34 U.S. 208BPHCUS-S1-02
GARMIN G1000
PREFLIGHT INSPECTION
 CABIN
1. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
IF OAT IS BELOW 15°C (59°F)
CAUTION
With TKS Ice Protection System fluid temperatures at
or above 15°C (59°F) the fluid viscosity will decrease,
or become thinner, and may affect proper fluid flow to
parts of individual panels. If OAT is above 15°C (59°F),
refer to the procedure on the following pages.
3. BACKUP Switch . . . . . . . . . . ON FOR 4 MINUTES; THEN OFF
NOTE
Listen for pump operation, verify red A-ICE PRESS LOW
annunciator initially comes ON then goes OFF as system
flow and pressure build.
4. NAV Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

5. Windshield Ice Detection Light . . CHECK FOR ILLUMINATION
6. WING LIGHT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(verify wing inspection light on)
7. LED PANELS/ANNUN Rheostat. . . . . . . . . . . . . . . . . . ADJUST
8. P/S HEAT/LOW A/S AWARE Switch . ON FOR 30 SECONDS;
THEN OFF
9. BELOW ICING MIN SPD Light . . . . . . . . . . . . . . . . VERIFY ON
(check light brightness for ambient conditions)
10. STALL HEAT Switch . . . . . ON FOR 30 SECONDS; THEN OFF
11. All Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-35
GARMIN G1000
PREFLIGHT INSPECTION (Continued)
 CABIN (Continued)
IF OAT IS AT OR ABOVE 15°C (59°F)
CAUTION
• With TKS Ice Protection System fluid temperatures
at or above 15°C (59°F) the fluid viscosity will
decrease, or become thinner, and may affect proper
fluid flow to parts of individual panels. With lower
fluid viscosity operating pressure may not be high
enough to cancel the red A-ICE PRESS LOW
annunciator.
• It is extremely important to visually inspect each TKS
panel for proper fluid flow across a portion of the
active area of each panel prior to flight into known or
forecast icing conditions.
NOTE
At these higher temperatures TKS panels may not “Wet Out
or achieve 100% saturation” like they do at cooler
temperatures.
3. BACKUP Switch . . . . . . . . . ON FOR 4 MINUTES; THEN OFF
NOTE
Listen for pump operation, verify red A-ICE PRESS LOW
annunciator initially comes ON then goes OFF as system
flow and pressure build.

(verify white A-ICE HIGH annunciator comes on)
(press momentarily and check operation)
(verify white A-ICE HIGH annunciator goes off)

FAA APPROVED
S1-36 U.S. 208BPHCUS-S1-02
GARMIN G1000

 CABIN (Continued)
IF OAT IS AT OR ABOVE 15°C (59°F) (Continued)
7. NAV Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
8. Windshield Ice Detection Light . . CHECK FOR ILLUMINATION
9. WING LIGHT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(verify wing inspection light on)
11. P/S HEAT/LOW A/S AWARE Switch . ON FOR 30 SECONDS;
THEN OFF
12. BELOW ICING MIN SPD Light . . . . . . . . . . . . . . . . VERIFY ON
(check light brightness for ambient conditions)
13. STALL HEAT Switch . . . . . ON FOR 30 SECONDS; THEN OFF
14. All Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-37
GARMIN G1000
 External Inspection (See Preflight Checks in Limitations)

1. Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Horizontal Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
4. Windshield. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WARNING
Conduct a visual and tactile inspection of all critical
surfaces in accordance with the Limitations Section
of this supplement, to make sure complete removal
of contamination.
5. TKS Ice Protection System Fluid Tank . . . CHECK QUANTITY
and CAP SECURED
(Min. 11.7 U.S. gallons)
CAUTION
The airplane must be level to assure accurate TKS Ice
Protection System fluid quantity when using the fluid
tank sight gage on the TKS Ice Protection System tank.
6. Porous Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition, security and even distribution of fluid flow from
all panels)
CAUTION
Look for signs of TKS Ice Protection System fluid
leakage through bonded area of the porous panels. If
TKS Ice Protection System fluid is leaking through the
bonded seam do not operate the TKS Ice Protection
System.
7. Propeller . . . . . . . . . . . . . . . . . . . . CHECK FOR FLUID FLOW
8. Windshield Spray Bar . . . . . . . . . . . . . . . . CHECK CONDITION
9. Stall Warning Vane . . . . . . . . . . . . . . . . PERCEPTIBLY WARM
10. PITOT/STATIC Tubes . . . . . . . . . . CLEAR AND VERY WARM
11. Static Wicks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
FAA APPROVED
S1-38 U.S. 208BPHCUS-S1-02
GARMIN G1000
BEFORE STARTING ENGINE

1. TKS Ice Protection System:
a. Windshield Pump . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(1) MAX FLOW Switch . . . . . . . . . . . . . . . . WINDSHIELD
(press momentarily and verify spray on pilot’s
windshield)
b. TKS Ice Protection System Pumps . . . . . . . . . . . . CHECK
(1) PRIMARY Switch . . . . . . . . . . . . . . . . . . . . . . . . HIGH
(verify white A-ICE HIGH annunciator comes ON, listen
for pump operation)
(2) PRIMARY Switch . . . . . . . . . . . . . . . . . . . . . . . NORM
(verify white A-ICE NORM annunciator comes ON)
(3) MAX FLOW Switch . . . . . . . . . . . . . . . . . . AIRFRAME
(press momentarily and check operation)
(4) PRIMARY Switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(verify white A-ICE NORM annunciator goes off)
c. BACKUP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(verify pump is running; then OFF)
d. A-ICE Annunciator . . . . . . . . . . . . . . . . . . . . . VERIFY OFF
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . BYPASS
(visible moisture and OAT 5°C (41°F) or below)
CAUTION
protection fluid.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-39
GARMIN G1000
BEFORE TAKEOFF CHECK

If icing conditions are anticipated or at the first indication of ice
accretion after takeoff:
NOTE
In order to conserve fluid, the PRIMARY switch may be left
OFF until actual ice can be seen accreting on the airplane.
This is usually first noted on the lower portion of the
windshield. However, to speed the ice shedding, the
PRIMARY switch should then be set to HIGH flow until the
ice has cleared from the wing leading edges. Usually this
will take only three to five minutes. The PRIMARY switch
may then be reset to NORM.
b. MAX FLOW Switch . . . . . . . . . . . . . . . . . . . . WINDSHIELD

NOTE
The ice that forms on the windshield can be cleared
immediately by placing the MAX FLOW switch in the
WINDSHIELD position momentarily. The spray from the
propeller will generally also clear the windshield but will
require a longer period of time.
e. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . BYPASS
CAUTION
protection fluid.
FAA APPROVED
S1-40 U.S. 208BPHCUS-S1-02
GARMIN G1000
BEFORE TAKEOFF CHECK (Continued)

(check BELOW ICING MIN SPD light brightness for ambient
conditions)
CAUTION
Do not operate the P/S HEAT/LOW A/S AWARE switch
or STALL HEAT switch for prolonged periods of time on
the ground.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-41
GARMIN G1000
ALL FLIGHT CONDITIONS/PHASES
WARNING
• During flight in anticipated or actual icing
conditions, the pilot must regularly monitor the
performance of the TKS Ice Protection System. If
ice is observed building on the leading edge of
the wing with the PRIMARY switch in NORM,
immediately select PRIMARY switch to HIGH.
• If ice is observed building on the leading edge of
the wing with PRIMARY switch in HIGH,
immediately select MAX FLOW switch to
AIRFRAME and execute the Emergency
Procedure for Failure Of Ice Protection System
Or Excessive Ice Accumulation (Observed Or
Suspected) On Protected Airplane Surfaces. Exit
icing conditions immediately.
• P/S HEAT/LOW A/S AWARE switch must be
turned ON when operating in visible moisture
with an OAT of 5°C (41°F) or below.
• LED PANELS/ANNUN rheostat must be adjusted
for the ambient lighting conditions so the
BELOW ICING MIN SPD light is visible.
FAA APPROVED
S1-42 U.S. 208BPHCUS-S1-02
GARMIN G1000
TAKEOFF
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . UP or TO/APR
(TO/APR recommended)
(WING FLAPS UP if using Type II, III, or IV anti-ice fluid)
2. POWER Lever . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
(observe Takeoff ITT and Ng limits)
3. ANNUNCIATOR(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
4. Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS
(83 KIAS Flaps UP)
5. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . RETRACT to UP
(after reaching 95 KIAS)
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-43
GARMIN G1000
INFLIGHT (CLIMB, CRUISE, AND DESCENT)

At the first indication of ice accretion:
e. BELOW ICING MIN SPD Switch Light . . PRESS TO TEST
f. LED PANELS/ANNUN Rheostat. . . . . . . . . . . . . . ADJUST
CAUTION
protection fluid.
2. CABIN HEAT and DEFROST Controls . . . . . . . . . . . . . . . . . ON
3. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 RPM
(as required to maintain safe airspeed or to climb out of icing
conditions, if possible)
NOTE
When climbing through icing conditions, it is
recommended that the Maximum Climb Power rating be
used (1900 RPM and 2397 ft-lb., not to exceed 825°C ITT
or 103.7% Ng). Refer to POH/AFM, Section 5,
Performance, Figure 5-9, Maximum Engine Torque for
Climb for approved settings.

FAA APPROVED
S1-44 U.S. 208BPHCUS-S1-02
GARMIN G1000
INFLIGHT (CLIMB, CRUISE, AND DESCENT) (Continued)

5. Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 KIAS
6. WING LIGHT Switch. . . . . . . . . . . . . . . . . . . . . AS REQUIRED
WARNING
• When disengaging the autopilot with ice buildup
on the airplane, the pilot should be alert for out
of trim forces. Pilot control wheel input should
be applied as required to prevent potential
undesired flight path deviations.
• Monitor airspeed in icing conditions with the
autopilot engaged. The autopilot will maintain
altitude or vertical speed at the expense of
airspeed as drag increases due to ice accretion
on the airplane.
• If pre-stall buffet or uncommanded pitch
oscillations are encountered, reduce pitch
attitude while increasing power to Max Rated.
Promptly extend WING FLAPS to TO/APR to help
stabilize the airplane. If necessary, do not
attempt to maintain altitude until positive
recovery from buffet is achieved. Increase
airspeed to 95 KIAS or greater before retracting
flaps. If the flaps are subsequently retracted,
maintain at least 10 KIAS above initial buffet
airspeed.
NOTE
The autopilot may be used in icing conditions. However,
every 10-15 minutes the autopilot should be disengaged to
detect any out of trim conditions caused by ice buildup. If
significant out of trim conditions are detected, the autopilot
should remain off for the remainder of the icing encounter.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-45
GARMIN G1000
APPROACH
If icing conditions exist, are anticipated, or at the first indication of ice
accretion:
(press momentarily)
e. BELOW ICING MIN SPD Switch Light . . PRESS TO TEST
f. LED PANELS/ANNUN Rheostat. . . . . . . . . . . . . . ADJUST
CAUTION
protection fluid.
2. CABIN HEAT and DEFROST Controls . . . . . . . . . . . . . . . . . ON
3. WING LIGHT Switch . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
FAA APPROVED
S1-46 U.S. 208BPHCUS-S1-02
GARMIN G1000
BEFORE LANDING
At the first indication of ice accretion or if icing conditions exist or are
anticipated or residual ice remains on the airframe:
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . AS REQUIRED
(TO/APR MAX)
2. Recommended Airspeed . . . . . . . . . . . 105 KIAS - FLAPS UP
95 KIAS - FLAPS TO/APR
3. MAX FLOW Switch . . . . . . . . . . . . . . . . . . . . . . . WINDSHIELD
(press momentarily as needed, minimum 30 seconds before
landing to allow windshield to clear)
NOTE
• Multiply normal POH/AFM landing distance by 2.2 for
WING FLAPS UP (120 KIAS maximum).
• If the shortest landing distance is required due to field
length, WING FLAPS TO/APR (maximum) may be used.
Multiply normal POH/AFM landing distance by 2.1 (110
KIAS maximum).
• When slowing for landing, expect the BELOW ICING
MIN SPD annunciator to flash and aural warning to
sound.
• The pilot may fly a higher speed to avoid repeated LAA
warnings.
LANDING
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . AS REQUIRED
(TO/APR MAX)
2. Recommended Airspeed . . . . . . . . . . . 105 KIAS - FLAPS UP
95 KIAS - FLAPS TO/APR
3. POWER Lever . . . . . . . . . . . . . REDUCE SLOWLY IN FLARE
4. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-47
GARMIN G1000
BALKED LANDING
1. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
(for takeoff power)
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 KIAS
(for climb)
3. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
AFTER LANDING
1. TKS Ice Protection System . . . . . . . . . . . . . . . . . . . . . . . . . OFF
a. PRIMARY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. BACKUP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
c. P/S HEAT/LOW A/S AWARE Switch . . . . . . . . . . . . . . OFF
d. STALL HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
SHUTDOWN AND SECURING AIRPLANE

If the INERTIAL SEPARATOR was set to BYPASS during flight,
perform the following after engine shutdown:
1. Inertial Separator Outlet . . . . . . . . . . . . . . . . . . . . . . . INSPECT
(remove any ice and ice protection fluid if present)
2. Open Left Engine Cowl
a. Inertial Separator Tunnel . . . . . . . . . . . . . . . . . . . INSPECT
b. Inertial Separator Door . . . . . . . . . . . . . . . . . . . . . INSPECT
3. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . NORMAL
(rotate clockwise and PUSH in)
FAA APPROVED
S1-48 U.S. 208BPHCUS-S1-02
GARMIN G1000
PERFORMANCE
Airplane performance and stall speeds without ice accretion are
unchanged with installation of the TKS Ice Protection System. Use the
performance charts located in the POH/AFM, Section 5, for
performance calculations.
NOTE
If the TKS Ice Protection System is operating normally and
preventing ice from accreting on the airframe protected
areas and propeller, normal performance will only degrade
slightly. If ice is allowed to accrete on the airframe protected
areas, however, significant climb and cruise performance
degradation, range reduction, as well as buffet and stall
speed increase can be expected. Ice accretion on the
airframe protected areas will cause noticeable performance
losses.
NORMAL AND BALKED LANDING RATE OF CLIMB

Residual ice on unprotected airplane surfaces will cause a loss in rate
of climb. Additional accumulation of ice on the airplane will result in
significant loss in normal rate of climb.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-49
GARMIN G1000
PERFORMANCE (Continued)
STALL SPEED
Stall speed is not significantly affected by residual ice on unprotected
airplane surfaces. Stall speeds increase significantly with even small
accumulations on the wing leading edge.
The first 0.25 inch (6.35 mm) of ice accumulation on the wing leading
edges causes the most rapid increase in stall speed. Additional ice
accumulation on the wing leading edges results in a continued increase
in stall speed, although at a less rapid rate.
WARNING
If pre-stall buffet or uncommanded pitch
oscillations are encountered, disengage autopilot
and reduce pitch attitude while increasing power to
Maximum Rated Setting. Promptly extend the WING
FLAPS to TO/APR to help stabilize the airplane.
Increase airspeed to 95 KIAS or greater before
retracting flaps. If the flaps are subsequently
retracted, maintain at least 10 KIAS above initial
buffet.
PREFLIGHT PLANNING
Figure S1-1 may be used for estimation of enroute altitude capability in
icing conditions. After entering the chart with expected cruise weight
and ambient temperature at altitude and cruise altitude, the pilot may
plan the flight as follows:
AREA A: These altitudes should be available under most icing

conditions for prolonged periods of time.
AREA C: These altitudes will probably not be available after ice begins
to accrete on the airplane. Exiting the icing condition by climbing may
not be possible.
NOTE
Exit strategies for icing conditions should be determined
during preflight planning.
FAA APPROVED
S1-50 U.S. 208BPHCUS-S1-02
GARMIN G1000
ENROUTE TOOL FOR EXITING ICING

Figure S1-1 must be used as one criteria for exiting icing conditions.
Refer to Limitations, Environmental Conditions in this supplement for
criteria for exiting icing conditions. Once enroute, if icing conditions are
encountered such that ice begins to accrete on the airplane, the pilot
MUST make their decision as follows:
AREA A: If current route leg MEA or MOCA (if applicable) falls in this
area, it is recommended that the pilot exit the icing conditions as soon
as practical.
AREA C: If current route leg MEA or MOCA (if applicable) falls in this
area, the pilot must exit icing conditions immediately.
CAUTION
• Regardless of which area the airplane is operating,
the pilot should continue to monitor ice buildup and
airspeed decay and be prepared to exit icing
immediately if icing conditions worsen.
• Data on this chart is based on flight testing with
critical ice shapes derived for 14 CFR Part 25,
Appendix C icing envelope. While some icing
conditions will produce ice accretions that result in
performance better than shown here, some icing
conditions (freezing drizzle or freezing rain) will
result in considerably worse performance.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-51
GARMIN G1000
ENROUTE TOOL FOR EXITING ICING (Continued)
Figure S1-1*
FAA APPROVED
S1-52 U.S. 208BPHCUS-S1-02
GARMIN G1000
ENROUTE TOOL FOR EXITING ICING (Continued)

EXAMPLE USE OF ICING SERVICE CEILING CHART (Use Figure
S1-1 for both examples)
Direct Route: KSLC to KCPR (KSLC to OCS to DDY to KCPR)

Takeoff Weight: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7850 Pounds
MEA: . . . . . . . . . . . . . 18,000 Feet/19,000 Feet for direction of flight
OAT at Altitude: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-10°C
Weight at Altitude: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7750 Pounds
PREFLIGHT PLANNING
Per Figure S1-1, initial operation is in Area C, indicating that prolonged

exposure to icing conditions will not allow the airplane to climb to this
altitude.
ENROUTE LIMITATIONS
If icing is encountered the pilot must exit icing immediately since

enroute operation fell in Area C.
Alternate Route: KSLC to KCPR (KSLC to FBR to OGD to DDY to

KCPR)
Takeoff Weight: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7850 Pounds
MEA: . . . . . . . . . . . . . 16,000 Feet/17,000 Feet for direction of flight
OAT at Altitude: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-10°C
Weight at Altitude: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7750 Feet
PREFLIGHT PLANNING
Per Figure S1-1, initial operation in Area A. Depending on severity of

icing, the airplane should be able to reach this altitude in a climb.
ENROUTE LIMITATIONS
If icing conditions are encountered, it is recommended that the pilot exit
the icing conditions as soon as practical. The pilot should monitor
airspeed closely to assure compliance with other exit icing criteria.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-53
GARMIN G1000
LANDING
When the airplane has encountered icing conditions, flap deflection is
limited to a maximum deflection of TO/APR.
An icing condition is defined as visually observing ice accumulation or

flight in temperatures at 5°C (41°F) or below when any type of visible
moisture is present.
1. Reference recommended 50 foot airspeed with ice on airframe
in the Normal Procedures of this supplement; correct the
applicable Short Field Landing Distance as follows for the
appropriate flap setting:
a. WING FLAPS UP LANDING - Multiply POH/AFM Total
Landing Distance by 2.2.
b. WING FLAPS TO/APR LANDING - Multiply POH/AFM Total
Landing Distance by 2.1.
CAUTION
The notes found on the Short Field Landing Distance
table in the POH/AFM are not applicable for airplanes
with residual ice.
FAA APPROVED
S1-54 U.S. 208BPHCUS-S1-02
GARMIN G1000
WEIGHT AND BALANCE
CARGO POD LOADING ARRANGEMENTS

TKS TANK INSTALLED
NOTE
The 195.77 inch station reference for TKS is for the fluid
and tank installation and is not valid for computing the C.G.
for the TKS Zone.
Figure S1-2
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-55
GARMIN G1000
WEIGHT AND BALANCE (Continued)
Figure S1-3
FAA APPROVED
S1-56 U.S. 208BPHCUS-S1-02
GARMIN G1000
WEIGHING PROCEDURES
1. In preparation to weighing and calculating the empty weight of
the TKS Ice Protection System equipped Cessna Caravan; the
TKS Ice Protection System must be drained of all fluid. Drain
fluid from tank through the drain valve on the left side of the tank
sump. When drained, no appreciable unusable fluid will remain
in the tank.
2. After draining all appreciable fluid from the tank, follow the
preparation and weighing instructions as specified in Section 6,
Weight and Balance of the POH/AFM.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-57
GARMIN G1000
Figure S1-4 (Sheet 1 of 2)
FAA APPROVED
S1-58 U.S. 208BPHCUS-S1-02
GARMIN G1000
Figure S1-4 (Sheet 2)
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-59
GARMIN G1000
AIRPLANE SYSTEMS AND DESCRIPTIONS
SYSTEM DESCRIPTION
The TKS Ice Protection System includes laser-drilled titanium porous
panels for the leading edges of the wings, horizontal and vertical
stabilizers, lift struts, propeller fluid slinger ring and windshield fluid
spray bar. Refer to Figures S1-5 and S1-6 for system installation and
fluid schematic.
The outer skin of the ice protection panels are manufactured with
titanium, which provides excellent strength, durability, light weight, and
corrosion resistance.
The panel skin is perforated by laser drilling holes, 0.0025 inches in

diameter, 800 per square inch. The porous areas of the titanium panels
are designed to assure fluid coverage from best rate of climb speed to
maximum operating speed.
The back plates of the panels are also manufactured out of titanium
and are formed to create reservoirs for the ice protection fluid, allowing
fluid supply to the entire porous area. A porous membrane between the
outer skin and the reservoir assure even flow and distribution through
the entire porous area of the panel.
The porous panels are bonded or attached as a cuff over a leading

edge. Panels are bonded to the airframe with a two-part, flexible
adhesive.
Fluid is supplied to the panels and propeller by two positive

displacement, constant volume metering pumps. The pumps provide
various flow rates to the panels and propeller. Single pump operation, a
combined mode, and timed pumping provide a range of flow rates for
different icing conditions.
Fluid for the windshield spray bar system is provided by an on-demand
gear pump. The spray bar may be activated as needed to clear forward
vision through the windshield.
FAA APPROVED
S1-60 U.S. 208BPHCUS-S1-02
GARMIN G1000
AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)
SYSTEM DESCRIPTION (Continued)
TKS ICE PROTECTION SYSTEM INSTALLATION
Figure S1-5
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-61
GARMIN G1000
TKS ICE PROTECTION SYSTEM FLUID SCHEMATIC
Figure S1-6*
FAA APPROVED
S1-62 U.S. 208BPHCUS-S1-02
GARMIN G1000

The fluid passes through (a) microfilter(s) prior to distribution to the
porous panels and propeller. The filter(s) assure(s) all contaminants are
removed from the fluid and prevents panel blockage.
A system of nylon tubing carries the fluid to proportioning units located

in the wings and tail of the airplane. The proportioning units divide the
flow into the volumetric requirements of each panel or device supplied
through the unit. Each panel and device is fed again with nylon tubing.
The TKS Ice Protection System tank is located in the cargo pod and
serviced through a single filler located on the left side of the pod, near
the left main landing gear. The tank has a maximum capacity of 20.8
gallons (78.7 Liters). It is the pilot’s responsibility to make sure that an
adequate quantity of TKS fluid is carried for the planned mission. A
minimum of 11.7 gallons (44.3 Liters) in the tank is required before
takeoff if the system is to be considered operational for dispatch into
known icing conditions. This minimum dispatch quantity must be
determined by visual inspection of the sight gage located on the filler
end of the TKS fluid tank, refer to Figure S1-10.
CAUTION
The sight gage is the only approved means of assuring
adequate fluid quantity prior to flight into known or
forecast icing conditions. The fluid level ball must be
above the minimum dispatch quantity line, 11.7 U.S.
Gallons, (44.3 Liters) with the airplane level to make sure
proper indication.
The TKS fluid quantity is also measured by a sensor which transmits an
electrical signal to the level indicator. The fluid quantity indicator gage is
displayed on the MFD, refer to Figure S1-9.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-63
GARMIN G1000

The EIS strip on the MFD displays TKS (anti-ice) fluid quantity and time
remaining feature to aid the pilot as to the amount of fluid/time available
for ice protection. The system uses a series of colors to alert the pilot
as to how much time is remaining based on fluid quantity and ANTI-ICE
FLUID CONTROL switch position. Green readout informs the pilot of at
least 20 minutes of ice protection with the PRIMARY switch in NORM; 8
minutes with the PRIMARY switch in HIGH.
ANTI-ICE fluid quantity and time values displayed against an amber
background with black text alerts the pilot of less than 20 minutes of ice
protection with the PRIMARY switch in NORM; less than 8 minutes with
the PRIMARY switch in HIGH.
ANTI-ICE fluid quantity and time values displayed against a Red/White

(reverse video) background alerts the pilot of less than 0.5 gallon of
fluid. That equates to 5 minutes of ice protection with the PRIMARY
switch in NORM; less than 2 minutes with the PRIMARY switch in
HIGH.
When BACKUP is selected, the time remaining function is unreliable
and must not be used.
A wing inspection light, controlled by the WING LIGHT switch, is
provided to illuminate the leading edge of the left wing during night
operation.
FAA APPROVED
S1-64 U.S. 208BPHCUS-S1-02
GARMIN G1000
TKS ICE PROTECTION SYSTEM OPERATION,
INDICATION AND MESSAGING
The TKS Ice Protection system is operated with three toggle switches.
These switches are located in the ANTI-ICE section of the lower left
pilot’s instrument panel, refer to Figure S1-7. Control of the TKS Ice
Protection System, ice detection light, pitot/static, Low Airspeed
Awareness (LAA), and stall vane heat are included in this row of
switches.
Primary control of the system is accomplished through three switches

labeled PRIMARY, MAX FLOW, and BACKUP. These switches activate
the primary modes of ice protection, including Normal (NORM) and
HIGH, Maximum (MAX FLOW AIRFRAME) and WINDSHIELD, and
BACKUP, refer to Detail A of Figure S1-7.
Normal mode is activated by selecting the NORM position (center) on

the PRIMARY mode switch. NORM mode is the lowest fluid flow rate of
the system. The flow rate is achieved by running both metering pumps
of the system on a continuous repeat cycle of operation. The two
pumps will run for approximately 20 seconds, then deactivate. After 100
seconds of inactivity, the pumps will again activate for the 20 second
operation period. This on-off cycle of operation will continue until OFF
is selected on the PRIMARY mode switch.
HIGH mode is activated by selecting HIGH (up) on the PRIMARY mode
switch. HIGH mode is achieved by running one metering pump
continuously. Like NORM mode, the HIGH mode may be terminated by
selecting OFF on the PRIMARY mode switch.
Maximum flow (MAX FLOW) mode is provided for combating heavy or

extreme icing conditions. For MAX FLOW mode to operate, the
PRIMARY switch must be in either NORM or HIGH. With either of these
modes operating, MAX FLOW mode may be activated by selecting the
AIRFRAME position (spring-loaded up) on the MAX FLOW switch. The
MAX FLOW switch is spring-loaded and will immediately return to the
center position.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-65
GARMIN G1000

INDICATION AND MESSAGING (Continued)
Activation of MAX FLOW AIRFRAME mode will run both metering
pumps continuously for a period of two minutes. At the end of two
minutes, the system will return to the mode of operation selected with
the PRIMARY mode switch. MAX FLOW mode will terminate operation
after:
1. The timer turns the mode OFF after two minutes, or
2. The PRIMARY mode switch is selected to OFF.
CAUTION
Each two minute use of MAX FLOW AIRFRAME mode
consumes approximately one gallon of ice protection
fluid, representing 5% of the total fluid capacity of the
ice protection system. Use MAX FLOW AIRFRAME
mode only when in heavy or extreme icing conditions. If
conditions require MAX FLOW AIRFRAME use, exit the
icing conditions immediately.
The windshield system may be activated by selecting the
WINDSHIELD position (spring-loaded down) on the MAX FLOW
switch. The MAX FLOW switch is spring-loaded and will immediately
return to the center position. The windshield pump will run for
approximately four seconds after release of the switch. If the MAX
FLOW switch is continuously held in the WINDSHIELD position, the
windshield pump will continue to run when held down and four seconds
after the switch is released.
The windshield de-icing system is designed for intermittent operation to

establish pilot's forward vision as conditions require. The timer interval
is designed to provide an optimum burst of fluid for clearing the
windshield of ice. Momentary selection and release of the
WINDSHIELD switch will achieve the desired result.
FAA APPROVED
S1-66 U.S. 208BPHCUS-S1-02
GARMIN G1000
INDICATION AND MESSAGING
Figure S1-7
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-67
GARMIN G1000

WARNING
The windshield pump is rated for intermittent use
only. Continuous operation may damage the pump.
Do not operate the WINDSHIELD position of the
MAX FLOW switch continuously longer than 6
seconds. Allow at least a total of 10 seconds
between operations.
The final operational mode of the system is the BACKUP mode.
BACKUP mode is achieved by selecting the ON position (up) on the
BACKUP switch. BACKUP mode activates the second metering pump
(opposite of the pump used in HIGH mode) and runs continuously like
HIGH mode. BACKUP mode is independent and isolated from the
other ice protection operational modes. It is provided as a redundant
capability in the event the normal operational modes are rendered
inoperable.
If BACKUP mode is selected in flight as prescribed in the Emergency

Procedures of this supplement, then the PRIMARY Switch should be
set to the OFF position, and the PRI ANTI-ICE circuit breaker pulled to
deactivate the PRIMARY system.
CAUTION
Other than the prescribed preflight steps outlined in the
Normal Procedures of this supplement, BACKUP mode
should never be used during normal operations. It is
intended for emergency use only (as detailed in the
Emergency Procedures of this supplement). When
operating the TKS Ice Protection System under normal
procedures, make sure that the BACKUP Switch is
selected to OFF.
FAA APPROVED
S1-68 U.S. 208BPHCUS-S1-02
GARMIN G1000
For the four modes of airframe ice protection operation, the resulting
endurance with a full tank of fluid is:
MAXIMUM FLUID ENDURANCE

PRIMARY NORM selected . . . . . . . . . . . . . . . . 3 hours, 25 minutes
PRIMARY HIGH selected . . . . . . . . . . . . . . . . . . 1 hour, 20 minutes
BACKUP selected . . . . . . . . . . . . . . . . . . . . . . . . 1 hour, 20 minutes
MAX FLOW AIRFRAME selected . . . . . . . . . . . . . . . . . . 40 minutes
SYSTEMS ENDURANCE CHARACTERISTICS
Figure S1-8
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-69
GARMIN G1000

SYSTEM FLUID QUANTITY INDICATIONS
Figure S1-9
As stated earlier, the only approved means for determining the proper
fluid quantity for dispatch into known icing conditions is the tank sight
gage. The sight gage is located on the left side of the fluid tank, near
the filler assembly. As illustrated in Figure S1-10, the sight gage may be
viewed through the cargo pod door located ahead of the filler.
To assure the minimum dispatch quantity is achieved, specific steps

must be taken. First, the airplane must be sitting in a wings level
attitude. If the airplane rests on a slope, the nose must be pointed up or
down the slope. Second, the volume of fluid in the tank must be such
that the bottom of the fluid ball is above the minimum dispatch line.
When both conditions have been met, the tank contains the minimum
quantity of fluid for flight into known icing.
FAA APPROVED
S1-70 U.S. 208BPHCUS-S1-02
GARMIN G1000
AIRPLANE SYSTEMS AND DESCRIPTION (Continued)

FLUID TANK SIGHT GAGE
Figure S1-10
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-71
GARMIN G1000

The operational state of the TKS ice protection system may be
monitored within the pilot’s and copilot’s PFD in the G1000 system.
System status is constantly monitored and feedback is provided
through various annunciations displayed in the annunciator window,
located to the right of the vertical speed tape of each pilot’s PFD, refer
to Figure S1-11.
TKS SYSTEM ANNUNCIATIONS
Figure S1-11
When the system is turned on using the PRIMARY mode switch, by
selecting either NORM or HIGH the white A-ICE NORM or white A-ICE
HIGH advisory message appears in the annunciation window. The
appropriate white message, A-ICE NORM or A-ICE HIGH, will remain
displayed independent of system operational conditions or status. The
advisory message is not active in the BACKUP mode.
The amber A-ICE PRESS HI annunciator is triggered by the high
pressure sensor located on the system equipment/tank assembly. If the
amber A-ICE PRESS HI annunciator is triggered, the system fluid
filter(s) should be replaced.
Activation of the amber A-ICE FLUID LO annunciator means a low fluid

level condition exists and that at least 20 minutes of ice protection fluid
endurance remains when the system is operated in NORM mode.
FAA APPROVED
S1-72 U.S. 208BPHCUS-S1-02
GARMIN G1000

NOTE
When the amber A-ICE FLUID LO annunciator comes ON
cross-check the anti-ice fluid quantity indication (A-ICE
GAL) to verify a low fluid level condition exists. This system
is designed to trigger the annunciator when anti-ice fluid
quantity reaches 2 U.S. gallons (7.56 Liters).
The red A-ICE PRESS LOW annunciator is tied to the two low pressure
sensors in the tail of the airplane. A low pressure condition on either
sensor will trigger the red A-ICE PRESS LOW annunciator, indicating
that system pressure is too low for normal system operation and may
be indicative of potential substandard ice protection performance.
In BACKUP mode, the red A-ICE PRESS LOW annunciator is armed

immediately upon selecting BACKUP ON. If a low pressure condition
exists, the red A-ICE PRESS LOW annunciator will display immediately
on both PFDs warning the crew to exit icing conditions immediately.
NOTE
With BACKUP selected ON, the red A-ICE PRESS LOW
annunciator will momentarily appear and remain ON until
system pressure is sufficient to inhibit the annunciator.
The red A-ICE PRESS LOW annunciator is inhibited for a period of

time in both PRIMARY modes of NORM and HIGH. When HIGH is
selected, any red A-ICE PRESS LOW annunciator will be inhibited for
15 seconds. After the 15 second period, any low pressure condition will
trigger the red A-ICE PRESS LOW annunciator. Selecting PRIMARY
OFF will reset the CAS inhibiting functions.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-73
GARMIN G1000
Likewise, selecting NORM will also inhibit the red A-ICE PRESS LOW
annunciator for a 15 second period, but the signal inhibiting will
continue with the on-off cycling of the pump. When the pumps are
activated for their 20 second cycle ON, the red A-ICE PRESS LOW
annunciator will be inhibited. After 15 seconds of operation of both
pumps, any low pressure condition will trigger the red A-ICE PRESS
LOW annunciator. When the pumps turn off, the inhibiting circuit is
reset for the next on-off pump cycle of the NORM mode. If a low
pressure condition exists, the operator will see periodic triggering of the
red A-ICE PRESS LOW annunciator for approximately 6 seconds every
2 minutes.
Inhibiting the red A-ICE PRESS LOW annunciator in HIGH and NORM
modes has been implemented to avoid nuisance CAS alerts.
PITOT/STATIC HEAT SYSTEMS

A left and right pitot-static heat system is installed to assure proper
airspeed indications in the event icing conditions are encountered. The
system is designed to prevent ice formation 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 P/S HEAT/LOW A/S
AWARE, 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 P/S HEAT/LOW
A/S AWARE switch is turned on, elements in both pitot-static tubes are
heated electrically to maintain proper operation in icing conditions.
Both 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 P/S HEAT, R P/S HEAT, or L-R P/S HEAT
annunciation.
FAA APPROVED
S1-74 U.S. 208BPHCUS-S1-02
GARMIN G1000
LOW AIRSPEED AWARENESS SYSTEM

The Low Airspeed Awareness (LAA) system is designed to warn the
pilot when airspeed falls below 97.5 + 2.2 knots while operating in icing
conditions. The system consists of an annunciator with a white or
amber background and black letters, which reads BELOW ICING MIN
SPD.
LAA ANNUNCIATOR
Figure S1-12
This annunciator is mounted in the instrument panel directly in front of

the pilot, and is activated by an airspeed switch plumbed off the pilot’s
pitot and static lines. A remote mounted relay box provides logic for the
annunciator, and for the stall warning horn, which provides an aural
alert. Power is supplied from the LEFT PITOT HEAT and RIGHT PITOT
HEAT circuit breakers and through the P/S HEAT/LOW A/S AWARE
switch. This switch has two positions, ON and OFF and the Low
Airspeed Awareness System is powered only when the P/S HEAT/
LOW A/S AWARE switch is ON and at least one of the two circuit
breakers is IN.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-75
GARMIN G1000
LOW AIRSPEED AWARENESS SYSTEM (Continued)

When the P/S HEAT/LOW A/S AWARE switch is turned ON prior to
takeoff, the BELOW ICING MIN SPD annunciator will be illuminated
white, indicating that the airspeed is below 97.5 + 2.2 knots. Once the
airspeed exceeds 97.5 + 2.2 knots, the BELOW ICING MIN SPD
annunciator will extinguish. If the airspeed falls back below 97.5 + 2.2
knots, the BELOW ICING MIN SPD annunciator will flash between
amber and white and the stall warning horn will sound intermittently
until the airspeed is increased above 97.5 + 2.2 knots.
Pressing the flashing BELOW ICING MIN SPD annunciator, which

incorporates a momentary switch, silences the stall warning horn and
causes the annunciator to stop flashing. The annunciator will remain
illuminated solid white as long as the airspeed is below 97.5 + 2.2
knots. The autopilot must be disengaged when the flashing amber and
white annunciation is activated.
The BELOW ICING MIN SPD annunciator brightness is controlled by

the LED PANELS/ANNUN rheostat located on the lower part of the
instrument panel to the left of the control pedestal. For daytime
operations the rheostat should be rotated full counter-clockwise to the
DAY position to make sure it is visible in bright light conditions. For all
other lighting conditions, the LED PANELS/ANNUN rheostat can be
adjusted clockwise to control lighting intensity.
FAA APPROVED
S1-76 U.S. 208BPHCUS-S1-02
GARMIN G1000
ICE DETECTION AND WING INSPECTION LIGHTS

The windshield ice detection and wing inspection lights are used at
night, or in conditions of poor visibility, to detect the presence of ice
accumulating on the lower center portion of the windshield and leading
edge of the left wing.
The windshield ice detection light is located on the left side of the
windshield center post. This light would typically be used first to visually
detect the presence of ice accumulating on the windshield. The
windshield ice detection light is activated anytime the NAV Switch is in
the ON position.
The wing inspection light is flush-mounted in the left wing leading edge-
to-fuselage fairing to help detect ice on the wing at night by lighting the
leading edge of the wing. The system consists of the wing inspection
light, a two-position toggle switch located on the ANTI-ICE switch panel
and a pull-off type circuit breaker, labeled WING ICE DET LIGHT,
located on the left sidewall circuit breaker panel. The WING LIGHT
switch is spring-loaded to the OFF, or down position, and must be held
in the ON or up position to activate the light.
ENGINE INERTIAL SEPARATOR, STANDBY ELECTRICAL,

AND HEATED STALL WARNING SYSTEMS
Refer to Section 7, Airplane and System Description of the POH/AFM
for descriptions of these standard/required equipment items.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-77
GARMIN G1000
HANDLING, SERVICING, AND MAINTENANCE
PROLONGED OUT OF SERVICE CARE

DURING FLYABLE STORAGE
Make sure that the TKS fluid tank contains at least the minimum takeoff
quantity of fluid and that all system components are filled with fluid.
Refer to Limitations, Minimum Dispatch Fluid, of this supplement for
minimum takeoff fluid quantity. Monthly, operate pump(s) until all air is
purged from components and pipelines. Check and/or refill the TKS
fluid tank to the minimum dispatch fluid level for takeoff.
SERVICING
ICE PROTECTION FLUID TANK
Refer to Limitations, Approved Ice Protection Fluid, in this supplement

for a list of approved TKS ice protection fluid type. The filler cap is
located on the left side of the cargo pod. To prevent the possibility of
contaminated fluid, always clean the top of fluid containers before
dispensing, and if required maintain a clean measuring vessel solely for
ice protection fluid. Secure the filler cap immediately after filling. Tank
vents are included in the pallet.
ICE PROTECTION FLUID STRAINER
The ice protection fluid strainers of the metering pumps should not
require cleaning unless there is a definite indication of foreign matter in
the TKS fluid tank.
ICE PROTECTION FLUID FILTER(S)
An amber A-ICE HIGH PRESS annunciator in flight, or during ground

testing, may indicate the need for filter element replacement.
FAA APPROVED
S1-78 U.S. 208BPHCUS-02
GARMIN G1000
HANDLING, SERVICING, AND MAINTENANCE
(Continued)
SERVICING (Continued)
POROUS LEADING EDGE PANEL CLEANING
CAUTION
Porous panels contain a plastic membrane which may
be damaged by certain solvents, particularly Methyl
Ethyl Ketone, Lacquer thinner and other types of
thinners. Mask panels when painting airplane or when
using solvents for other purposes in the proximity of the
porous panels. Refer to the Maintenance Manual for
detailed information on cleaning/painting interior and
exterior painted surfaces on the airplane.
Only the following fluids are approved for cleaning the TKS leading
edge porous panels.
1. Water (with soap or detergents)
2. Approved TKS Ice Protection System Fluids
3. Isopropyl Alcohol
The porous panels may be washed with mild soap and water using a
brush or lint free cloth.
Refer to the Maintenance Manual for more detailed information on

handling, service, and maintenance.
FAA APPROVED
208BPHCUS-S1-02 U.S. S1-79
GARMIN G1000
This Page Intentionally Left Blank.
FAA APPROVED
S1-80 U.S. 208BPHCUS-S1-02

Pilot's Operating Handbook & FAA Approved Airplane Flight Manual For Cessna Grand Caravan EX

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CESSNA MODEL 208B

867 SHP - GARMIN G1000

TKS ICE PROTECTION SYSTEM FOR CARGO POD

Supplement Status Date

LOG OF EFFECTIVE PAGES

Page Page Revision

Number Title Airplane Serial Revision Incorporated

Operators conducting operations under 14 CFR 121 and 14 CFR 135

TKS-Equipped Caravan Cold Weather Ops Course (C14698, Online)

VISUAL AND TACTILE CHECK

Ground icing conditions are defined as:

Takeoff is prohibited if frost, ice or snow may reasonably be expected to

MINIMUM DISPATCH FLUID

APPROVED ICE PROTECTION FLUID

Trade names for DTD 406B include:

Fluids conforming to this specification may be mixed in the TKS Ice

POROUS PANEL CLEANING

MINIMUM SPEEDS IN ICING CONDITIONS

FLAP SETTING IN ICING CONDITIONS

Known icing conditions are defined by 14 CFR Part 25, Appendix C.

(Continued Next Page)

ENVIRONMENTAL CONDITIONS (Continued)

If these conditions are encountered, the pilot must take immediate

Continued flight in icing conditions is prohibited after encountering one

Exit strategies must be determined during preflight planning.

AUTOPILOT OPERATION IN ICING CONDITIONS

The airspeeds listed in the Minimum Speeds In Icing Conditions in the

MAXIMUM OPERATING ALTITUDES

(Continued Next Page)

Above the Standby Airspeed Indicator:

(Continued Next Page)

(Continued Next Page)

(Continued Next Page)

EXTERIOR PLACARDS (Continued)

(Continued Next Page)

EXTERIOR PLACARDS (Continued)

IF A-ICE PRESS LOW ANNUNCIATOR REMAINS ON

4. PRI ANTI-ICE Circuit Breaker . . . . . . . . . . . . . OPEN (pull out)

IF A-ICE PRESS LOW ANNUNCIATOR GOES OFF

RED A-ICE PRESS LOW ANNUNCIATOR COMES ON

AMBER A-ICE PRESS HI OR A-ICE FLUID LO

FAILURE OF ICE PROTECTION SYSTEM OR EXCESSIVE

(Continued Next Page)

FAILURE OF ICE PROTECTION SYSTEM OR EXCESSIVE

(Continued Next Page)

FAILURE OF ICE PROTECTION SYSTEM OR EXCESSIVE

INADVERTENT ICING ENCOUNTER AT ALTITUDES

INERTIAL SEPARATOR MALFUNCTION

IF INERTIAL SEPARATOR FAILS TO MOVE TO BYPASS

PROPELLER ANTI-ICE SYSTEM MALFUNCTION

IF EXCESSIVE PROPELLER VIBRATION CONTINUES

WINDSHIELD ANTI-ICE SYSTEM MALFUNCTION

IF WINDSHIELD ANTI-ICE SYSTEM STILL DOES NOT DELIVER

AMBER L P/S HEAT, R P/S HEAT OR L-R P/S HEAT

IF AMBER L P/S HEAT OR R P/S HEAT ANNUNCIATOR SHOWN ON

IF AMBER L-R P/S HEAT ANNUNCIATOR SHOWN ON PFD

5. Airspeed . . . . . . . . . . . .EXPECT UNRELIABLE INDICATIONS

AMBER STALL HEAT ANNUNCIATOR COMES ON

INADVERTENT ENCOUNTER WITH FREEZING RAIN,

(Continued Next Page)

INADVERTENT ENCOUNTER WITH FREEZING RAIN,

AMBER BELOW ICING MIN SPD ANNUNCIATOR

IF ON APPROACH (WING FLAPS - TO/APR)