Caravan G1000 TMusb 101811

“The best safety device in any aircraft is a well-trained crew.
”TM
CG Client Guide — Rev. 1.2
PTM Pilot Training Manual — Rev. 2.1
PTH Pilot Training Handbook — Coming Soon! (sneak peek)
IPP Instrument Panel Poster — 07.24.09
SG IPP Study Guide Instrument Panel Poster — 08.04.09
MFC Memory Flash Cards — Original
FOR TRAINING PURPOSES ONLY
CARAVAN 208 GARMIN G1000

Pilot Training Materials 10.18.11
NOTICE
The included material is uncontrolled and is based on then-current information obtained from
the aircraft manufacturer’s Airplane Flight Manual, Pilot Manual(s), and Maintenance
Manual(s) at the time of creation. It is to be used for familiarization and training purposes only.
In the event of conflict between data provided herein and that in publications issued by the
manufacturer or the FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions
you might have for improving the material or any other aspect of our training program.
Courses for the Caravan G1000 are taught

at the following FlightSafety learning center:
Wichita Cessna Learning Center

1851 Airport Road
Wichita, Kansas 67209
Phone: (316) 220-3100
Toll-Free: (800) 448-3214
FAX: (316) 220-3134
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport • Flushing, NY 11371 • (718) 565-4100
www.flightsafety.com
Copyright © 2011 by FlightSafety International, Inc. All rights reserved.

Printed in the United States of America.
CESSNA CARAVAN G1000
PILOT INITIAL
PRE-COURSE STUDY GUIDE
FlightSafety International, Inc.

Cessna Learning Center
1951 Airport Road
Wichita, KS 67209
(316) 220-3100
www.flightsafety.com Rev 1.2
This page left blank
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
TABLE OF CONTENTS
INTRODUCTION ............................................................................................................. 4
DOCUMENTATION REQUIREMENTS ........................................................................... 5
CESSNA 208 G1000 COCKPIT PANAL.......................................................................... 6
G1000 TERMS & DEFINITIONS ..................................................................................... 7
AFCS STATUS ALERTS ................................................................................................. 8
COMPARATOR ANNUNCIATORS ................................................................................. 9
REVERSIONARY SENSOR ANNUNCIATORS .............................................................. 9
TAWS ALERTS ........................................................................................................10-11
V SPEEDS..................................................................................................................... 12
POWER PLANT LIMITATIONS ..................................................................................... 13
CESSNA 208 CARAVAN INITIAL PILOT COURSE SYLLABUS .............................14-16
EMERGENCY PROCEDURES (Memory Items) ......................................................17-19
GRADING & EVALUATION STANDARDS ...............................................................20-21
Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 3

1951 Airport Road, Wichita, KS 67209 1(800) 488-3214 (316) 220-3100 Fax: (316) 220-3240
Welcome to our training facility. We hope that your visit with us will be pleasant and productive.
We encourage you to take advantage of all training options available to you during your stay.
The following is a list of key personnel in our facility who will be happy to assist you:
Caravan Program Manager David Carp

Customer Support Manager Vicky Brown
Director of Standards Dave Schanilec
Director of Training Jack Tessmann
Product Marketing Manager Catherine Kreitler
Assistant Center Managers John Brasfield
Andy Johnson
Center Manager Rich High
This guide will serve as a syllabus of instruction for you during your training. Keep in mind that
this is only a guide. The flow of material in ground school and the scenarios depicted in the
simulator sessions are representative of the material to be presented. However, the actual flow
of material may not be in the exact order illustrated.
Several factors may influence the flow of materials and scenarios. Among these are: individual
client inputs, corporate flight department special requirements, and individual instructor objec-
tives and techniques. Additionally, your inputs on course critiques are key to our on-going ef-
forts to make your training the best in the industry. So, please take the time to provide us with
your constructive criticism, comments and suggestions.
Based on your training schedule, please take advantage of our Pilot Enrichment Courses dur-
ing your stay at the Cessna Learning Center. These courses are designed to increase overall
pilot knowledge and professional growth.
Our Self-Learning Center is located on the second floor of our South Campus. It contains com-
puter workstations with a host of aircraft specific software programs for your use during your
stay.
Once again, Welcome to FlightSafety Cessna. We hope you enjoy your stay!
Best regards,
David Carp
Program Manager
DOCUMENTATION REQUIREMENTS
The following documentation is required to train at FlightSafety International:
 Proof of Citizenship - U.S. Citizen: Government issued photo ID, Non-U.S. Citizen: Passport
 Initial course and applying for an ATP Certificate and/or Airplane Single Engine Land Class
Rating to an ATP Certificate
 Commercial certificate with instrument rating, or a foreign commercial pilot certificate with instru-
ment rating
 FAA Knowledge Test Results
 Logbook(s) showing experience requirements are met
 Medical Certificate
 Initial course not leading to an ATP Certificate
 Private Pilot Certificate (or greater) with an Airplane Single Engine Land Class Rating, or foreign
equivalent.
 Medical Certificate
This documentation must be presented on the first day of class or you will not be allowed to train – no
exceptions.
If you have trained with us previously, the copies in your records will not suffice. You must present current
original documentation for each course every time you attend.
These requirements have been established by the U.S. Department of Justice (DOJ), the Federal Aviation
Administration (FAA), and the Transportation Security Administration (TSA). FlightSafety International does
not have the authority to waive these requirements.
Foreign clients (Non US Citizens) have additional requirements that must be met prior to course attendance
or receiving a US type rating. Please contact Customer Support for these additional requirements at least 90
days prior to course attendance.
Pilots requesting an ATP in addition to a type rating must bring all of the required documentation for the ATP.
(i.e. logbook(s) and written test results.
If you have any questions or concerns regarding these requirements or any other issues, please contact Cus-
tomer Support at 1-800-488-3214 or (316) 220-3100.
Thank you,
Customer Support
FlightSafety International
Cessna Learning Center
NOTE: Flight into known icing conditions as pilot in command of the Caravan following training requires the
Cessna Cold Weather Operations course to be completed. The course can be taken online at
www.cessnaelearning.com


G1000 TERMS & DEFINITIONS

ADC - Air Data Computer. Computes altitude, airspeed, and outside air temperature
AHRS - Attitude Heading Reference System. Used to determine heading, and attitude
GIA - Garmin Integrated Avionics. Contains com/nav radios and GPS
MFD - Multi Function Display. Used to display GPS information
Mode Controller - Used to control all autopilot functions
PFD - Primary Flight Display. Used to display attitude and heading reference
Soft Keys - Row of buttons at the bottom of each display. Used for selecting functions on displays
TAS - Traffic Advisory System. Provides traffic alerts
TAWS - Terrain Awareness and Warning System. Provides Terrain alerts

AFCS STATUS ALERTS

COMPARATOR ANNUNCIATORS
REVERSIONARY SENSOR ANNUNCIATORS

TERRAIN AWARENESS & WARNING SYSTEM ALERTS

TERRAIN AWARENESS & WARNING SYSTEM ALERTS (continued)

V SPEEDS
VR ............................................................................................................................... 70 – 75 KIAS
VX ....................................................................................................................................... 72 KIAS
VY ..................................................................................................................................... 104 KIAS
Cruise Climb .......................................................................................................... 110 – 120 KIAS
VMO................................................................................................................................... 175 KIAS
VA .......................................................................................................... 148 KIAS at 8,750 pounds
.............................................................................................................. 137 KIAS at 7,500 pounds
.............................................................................................................. 125 KIAS at 6,250 pounds
.............................................................................................................. 112 KIAS at 5,000 pounds
VFE ........................................................................................................... 175 KIAS at flaps 0 – 10
............................................................................................................... 150 KIAS at flaps 10 – 20
............................................................................................................... 125 KIAS at flaps 20 – 30
Minimum Speed in Icing Conditions .................................................................. 95 KIAS at flaps 0
......................................................................................................................... 85 KIAS at flaps 10
......................................................................................................................... 85 KIAS at flaps 20
Maximum Window Open Speed ...................................................................................... 175 KIAS
White Arc ................................................................................................................. 50 – 125 KIAS
Green Arc ................................................................................................................ 63 – 175 KIAS
Red Line .......................................................................................................................... 175 KIAS
Final Approach.......................................................... Normal Approach Flaps Up 100 – 115 KIAS
........................................................................................ Normal Approach Flaps Full 75-85 KIAS

POWER PLANT LIMITATIONS (675 SHP)
MAXIMUM
POWER TORQUE GAS GEN PROP OIL OIL
ITT SHP
SETTING FT-LBS RPM% Ng RPM PSIG TEMP (C)
(C)
805 for 5
Takeoff Per Chart 101.6 1900 85 to 105 10 to 99 675
minutes
Maximum
Per Chart 765 101.6 1900 85 to 105 0 to 99 675
Climb
Maximum
Per Chart 740 101.6 1900 85 to 105 0 to 99 675
Cruise
40 mini-
Idle ___ 685 52 minimum ___ -40 to 99 ___
mum
Maximum
1865 805 101.6 1825 85 to 105 0 to 99 675
Reverse
2400 for 20 850 for 2 102.6 for 2

Transient 2090 ___ 0 to 104 ___
seconds seconds seconds
1090 for 2 -40 mini-

Starting ___ ___ ___ ___ ___
seconds mum
Maximum
1865 805 101.6 1900 85 to 105 10 to 99 675
Rated

SYSTEMS INITIAL SYLLABUS

CLASSROOM CURRICULUM (20 Hours)
1. TRAINING OBJECTIVE: Using the Pilot Training Manual, Checklist and attending the classroom presen-
tation of the aircraft systems, the pilot will satisfactorily complete the ground curriculum by achieving a
grade of 80% corrected to 100% on the end-of-course written examination.
2. COURSE CONTENT:
LESSON DAY MODULES HOURS

1 1 Welcome / Administration 0.5
2 Cockpit Resource Management 0.5
3 Introduction / Aircraft Flight Manual 0.5
4 Aircraft General 0.5
5 Landing Gear and Brakes 0.5
6 Avionics - G1000 Overview 1.5
TOTAL: 4.0
7 2 Electrical 1.5
8 Fuel 1.0
9 Flight Controls 0.5
10 Avionics - G1000 AFCS 1.0
TOTAL: 4.0
11 3 Powerplant 2.0
12 Propeller 0.5
13 Fire Protection 0.5
14 Avionics - G1000 Navigation 1.0
TOTAL: 4.0
15 4 Air-conditioning / Lighting 0.5
16 Pneumatics 0.5
17 Oxygen 0.5
18 Ice and Rain Protection 1.0
19 Avionics - G1000 Hazard Systems 1.5
TOTAL: 4.0
20 5 Master Warning 0.5
21 Walkaround 0.5
22 Performance and Flight Planning 0.5
23 Weight & Balance / Windshear 0.5
24 FAR 91 Review (if needed) 1.0
25 Review and Examination 1.0
TOTAL: 4.0

SIMULATOR CURRICULUM
1. TRAINING OBJECTIVE: Using the Desktop Training Kiosk, the FlightSafety G1000 Caravan simulator,
and checklist, the pilot will satisfactorily complete the simulator curriculum by demonstrating airmanship
skills commensurate with the certificate held, while exercising good judgment and decision-making skills
during normal, abnormal and emergency conditions.
2. COURSE CONTENT:

1a 1 Simulator Prebrief 0.5
1b Systems Integration Training 1.0
1c Simulator Module 1 2.0
1d Simulator Debriefing 0.5




-OR-
5a Oral Examination for Checkride 1.0
5b Checkride 2.0
5c Checkride Debriefing 0.5

FLIGHT CURRICULUM (Optional)

1. TRAINING OBJECTIVE: Using the aircraft, the Pilot Operating Handbook and checklist, the pilot will
satisfactorily complete the flight curriculum by demonstrating airmanship skills commensurate with the
certificate held, while exercising good judgment and decision-making skills during normal, abnormal
and emergency conditions.
2. Course Content
1a 6 Pre-Brief for Flight 1.5*
1b Flight Training Module 1.5
1c Flight Pre/Post Briefings 0.5
* Pre-Brief includes a thorough preflight inspection of the aircraft reinforcing those components/systems
taught in the ground curriculum.

EMERGENCY PROCEDURES (Memory Items)

REJECTED TAKEOFF
1. POWER LEVER ............................................................................................... BETA RANGE
2. BRAKES ....................................................................................................................... APPLY
ENGINE FIRE DURING START ON GROUND

1. FUEL CONDITION LEVER ........................................................................................ CUTOFF
2. FUEL BOOST SWITCH..................................................................................................... OFF
3. STARTER SWITCH ..................................................................................................... MOTOR
STARTER CONTACTOR DOES NOT DISENGAGE AFTER ENGINE START

1. BATTERY SWITCH ........................................................................................................... OFF
2. EXTERNAL POWER UNIT................................................................ OFF, then DISENGAGE
ENGINE FAILURE DURING TAKEOFF ROLL

1. POWER LEVER ............................................................................................... BETA RANGE
2. BRAKES ....................................................................................................................... APPLY
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. AIRSPEED...................................................................................................................85 KIAS
ENGINE FAILURE DURING FLIGHT

1. AIRSPEED...................................................................................................................95 KIAS
2. POWER LEVER ............................................................................................................... IDLE
3. PROP RPM LEVER ................................................................................................. FEATHER
ENGINE FLAMEOUT DURING FLIGHT

IF Ng IS ABOVE 50%
1. POWER LEVER ............................................................................................................... IDLE
2. IGNITION SWITCH .............................................................................................................. ON
IF Ng IS BELOW 50%
2. For engine restart, refer to Airstart Starter Assist Procedure or Windmilling Airstart Procedure

EMERGENCY PROCEDURES (Memory Items continued)

ENGINE FIRE IN FLIGHT
1. POWER LEVER ............................................................................................................... IDLE
4. FUEL SHUTOFF KNOB .......................................................................................... PULL OFF
5. CABIN HEAT FIREWALL SHUTOFF CONTROL .................................................. PULL OFF
ELECTRICAL or CABIN FIRE IN FLIGHT

1. STBY ALT PWR SWITCH ................................................................................................. OFF
2. GENERATOR SWITCH .................................................................................................... TRIP
4. VENTS ........................................................................................... CLOSED (to avoid drafts)
5. BLEED AIR HEAT SWITCH.............................................................................................. OFF
6. FIRE EXTINGUISHER ....................................................................................................... USE
WING FIRE
1. PITOT STATIC HEAT SWITCH ........................................................................................ OFF
2. STALL HEAT SWITCH ..................................................................................................... OFF
3. STROBE SWITCH ............................................................................................................. OFF
4. NAV SWITCH .................................................................................................................... OFF
5. LANDING & TAXI LIGHTS SWITCHES............................................................................ OFF
6. FUEL QUANTITY CIRCUIT BREAKERS ......................................................................... OFF
7. RADAR R/T CIRCUIT BREAKER ................................................................................... PULL
8. VENT AIR FANS ............................................................................................................... OFF
9. AIR CONDITIONING ......................................................................................................... OFF
CABIN FIRE DURING GROUND OPERATIONS

1. POWER LEVER ............................................................................................................... IDLE
2. BRAKES .................................................................................................................. AS REQ’D
6. AIRPLANE............................................................................................................ EVACUATE

EMERGENCY PROCEDURES (Memory Items continued)

INADVERTENT ICING ENCOUNTER
2. INERTIAL SEPERATOR ........................................................................................... BYPASS
3. PITOT/STATIC HEAT.......................................................................................................... ON
4. STALL HEAT....................................................................................................................... ON
5. PROP ANTI-ICE SWITCH .............................................................................................. AUTO
6. IF ABOVE 20,000 FEET:
a. AIRSPEED ....................................................................................... 160 KIAS OR BELOW
b. ALTITUDE .......................................................... DESCEND TO 20,000 FEET OR BELOW
............................................................................................................ AS SOON AS PRACTICAL
FCU/P3 MALFUNCTION
1. POWER LEVER ............................................................................................................... IDLE
2. EMERGENCY POWER LEVER .............................................................................. AS REQ’D
(maintain 65% Ng min during flight)
FUEL FLOW INTERRUPTION TO FUEL RESERVOIR

1. FUEL TANK SELECTORS....................................................................................... BOTH ON
3. FUEL BOOST SWITCH....................................................................................................... ON
FUEL TANK SELECTOR OFF DURING START

1. TANK SELECTORS ................................................................................................. BOTH ON

GRADING AND EVALUATION STANDARDS

ATP or FlightSafety Proficiency Card (“ProCard”) Completion Standards: The pilot must perform all pro-
cedures and maneuvers to the tolerances listed in the AIRLINE TRANSPORT PILOT AND AIRCRAFT TYPE
RATING Practical Test Standards for AIRPLANE (ATP PTS) to successfully complete the course.
1. Takeoff
A. Heading ± 5°
B. Airspeed ± 5 KIAS
2. Departure, Cruise, Holding and Arrival

A. Altitude ± 100 feet
B. Heading ± 10
C. Airspeed ± 10 KIAS
3. Steep Turns
B. Rollout Heading ± 10
C. Bank Angle ± 5
D. Airspeed ± 10 KIAS
4. Approach to Stall
A. Recognize Perceptible Stall or Stall Warning
B. Recover at First Indication of Stall
C. Strive for Minimum Altitude Loss
5. IFR Approaches (Prior to Final Approach)

A. Precision
1) Altitude ± 100 feet
2) Heading ± 5
3) Airspeed ± 10 KIAS
B. Nonprecision
1) Altitude ± 100 feet
2) Heading ± 5
GRADING AND EVALUATION STANDARDS
6. IFR Approaches (During Final Approach)

A. Precision Approach
1) CDI ± ¼ Scale Deflection
2) GS ± ¼ Scale Deflection
B. Nonprecision Approach
1) CDI ± ¼ Scale Deflection
2) RMI ± 5°Deviation
3) Bearing Pointer ± 5° Deviation
4) MDA +50, – 0 feet
C. Circling
1) MDA + 100, – 0 feet
2) Heading/Track ± 5°
4) Bank Should not exceed 30°
7. Missed Approach
B. Heading ± 5°
C. Airspeed ± 5 KIAS

spine .812 in. spine formlua: sheets x 0.0045 + 0.01 wrap
CESSNA CARAVAN 208

GARMIN 1000
PILOT TRAINING MANUAL
“The best safety device in any aircraft is a well-trained crew.”™ CESSNA REVISION 2.1
CARAVAN
208 G1000 FlightSafety International, Inc.
PILOT Marine Air Terminal, LaGuardia Airport
TRAINING Flushing, New York 11371
MANUAL (718) 565-4100
REV 2.1 www.FlightSafety.com
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any sugges-
tions you might have for improving this manual or any other aspect of our training pro-
gram.
Courses for the Cessna Caravan aircraft are taught at:

1851 Airport Road
Wichita, Kansas 67209
Phone: (316) 220-3100
Toll-Free: (800) 488-3214
Fax: (316) 220-3134
Copyright © 2010 by FlightSafety International, Inc.

All rights reserved.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:
Original ......0........................ April 2008
Revision .....1 .............. November 2008
Revision .....2 .............. December 2009
Revision .....2.1...................August 2010
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page
that has changed in any way (grammatical or typographical revisions, reflow of pages,
and other changes that do not necessarily affect the meaning of the manual).
Page *Revision Page *Revision

No. No. No. No.
Cover ...................................................... 0 3-i—3-iv .................................................. 0
Copyright .............................................. 0 3-1 .......................................................... 1
i—ii .......................................................... 2 3-2—3-3 .............................................. 2.1
iii—vi ...................................................... 0 3-4—3-5 .................................................. 1
1-i—1-2 .................................................. 0 3-6—3-8 .................................................. 0
1-3 .......................................................... 2 4-i—4-iv .................................................. 0
1-4 ...................................................... 2.1 4-1 ........................................................ 2.1
1-5 .......................................................... 0 4-2 .......................................................... 0
1-6 .......................................................... 2 4-3 ...................................................... 2.1
1-7 ............................................................0 4-4—4-6 ..................................................0
1-8 .......................................................... 2 5-i—5-ii .................................................... 0
1-9 ...................................................... 2.1 5-iii ........................................................ 2.1
1-10 ..........................................................0 5-iv—5-1.................................................. 0
2-i—2-1.................................................... 0 5-2 ........................................................ 2.1
2-2 ........................................................ 2.1 5-3 .......................................................... 1
2-3—2-5 .................................................. 0 5-4 .......................................................... 0
2-6 .......................................................... 2 5-5 .......................................................... 1
2-7 ...................................................... 2.1 5-6 .......................................................... 0
2-8 .......................................................... 0 5-7—5-9 .............................................. 2.1
2-9 ........................................................ 2.1 5-10—5-12 .............................................. 0
2-10 ........................................................ 2 6-i—6-ii .................................................... 0
2-11—2-15 .......................................... 2.1 7-i—7-ii .................................................... 1
2-16 ........................................................ 2 7-iii—7-iv ................................................ 0
2-17—2-18 .............................................. 0 7-1 .......................................................... 2
THIS PUBLICATION CONSISTS OF THE FOLLOWING:

*Zero in this column indicates an original page.
the best safety device in any aircraft is a well-trained crew...
No. No. No. No.
7-2 .......................................................... 1 13-i—13-ii ................................................ 0
7-3 .......................................................... 0 14-i—14-1................................................ 0
7-4—7-5 .............................................. 2.1 14-2—14-3 .......................................... 2.1
7-6—7-7 .................................................. 2 14-4—14-6 .............................................. 0
7-8 ..........................................................2.1 15-i—15-2................................................ 0
7-9 .......................................................... 0 15-3 ...................................................... 2.1
7-10 ...................................................... 2.1 15-4 ........................................................ 1
15-5 ...................................................... 2.1
7-11—7-12 .............................................. 1
15-6—15-7 .............................................. 2
7-13 ........................................................ 0 15-8—15-10 ............................................ 0
7-14—7-25 .......................................... 2.1 16-i—16-iv .............................................. 0
7-26 ........................................................ 2 16-v ...................................................... 2.1
7-27 ...................................................... 2.1 16-vi—16-2.............................................. 0
7-28 ........................................................ 0 16-3 ...................................................... 2.1
7-29 ...................................................... 2.1 16-4 ........................................................ 1
7-30 ........................................................ 2 16-5—16-6 .......................................... 2.1
8-i—8-ii .................................................... 1 16-7—16-8 .............................................. 0
8-iii—8-iv ................................................ 0 16-9—16-13 ........................................ 2.1
8-1—8-6 .................................................. 1 16-14 ...................................................... 0
8-7—8-8 ....................................................2 16-15 .................................................... 2.1
9-i—9-2.................................................... 0 16-16—16-19 .......................................... 0
9-3—9-4 .............................................. 2.1 16-20—16-21 .......................................... 2
9-5—9-6 .................................................. 0 16-22 ...................................................... 1
10-i—10-iv .............................................. 1 16-23—16-24 .......................................... 0
10-1—10-2 .............................................. 0 16-25 ....................................................... 2
10-3 ...................................................... 2.1 16-26 .................................................... 2.1
10-4 ........................................................ 0 16-27—16-29 .......................................... 1
10-5 ...................................................... 2.1 16-30—16-32 ...................................... 2.1
10-6 ........................................................ 1 16-33—16-34 .......................................... 0
10-7 ...................................................... 2.1 16-35 ...................................................... 1
10-8 ........................................................ 2 16-36—16-37 .......................................... 0
10-9 ........................................................ 1 16-38 ...................................................... 1
10-10 .................................................... 2.1 16-39 ...................................................... 0
10-11 ...................................................... 2 16-40 ...................................................... 1
10-12 .................................................... 2.1 16-41 ...................................................... 0
10-13—10-14 .......................................... 1 16-42—16-46 ...................................... 2.1
10-15—10-16 .......................................... 2 16-47..........................................................0
11-i—11-ii ................................................ 0 16-48 .................................................... 2.1
11-iii ........................................................ 0 16-49—16-50 .......................................... 0
11-iv—11-1.............................................. 0 16-51 ...................................................... 1
16-52 .................................................... 2.1
11-2—11-4 .......................................... 2.1
16-53—16-56 .......................................... 0
11-5 ........................................................ 0
16-57—16-58 .......................................... 2
11-6—11-9 .......................................... 2.1 17-i—17-1................................................ 0
11-10 ...................................................... 0 17-2 ...................................................... 2.1
12-i—12-ii ................................................ 0
No. No. No. No.
17-3 ........................................................ 0 19-6—19-7 .............................................. 0
17-4 ...................................................... 2.1 19-8 ...................................................... 2.1
17-5—17-6 .............................................. 0 19-9 ........................................................ 0
18-i—18-2................................................ 0 19-10 ...................................................... 1
18-3 ...................................................... 2.1 19-11—19-20 .......................................... 0
18-4—18-6 .............................................. 0 19-21 .................................................... 2.1
18-7 ...................................................... 2.1 19-22 ...................................................... 0
18-8 ........................................................ 0 20-i—20-ii ................................................ 0
19-i—19-ii ................................................ 0 21-i—21-10.............................................. 0
19-iii ...................................................... 2.1 WA-1........................................................ 2
19-iv ........................................................ 1 WA-2—WA-18 ........................................ 1
19-1 ........................................................ 0 APP-1 .................................................. 2.1
19-2 ...................................................... 2.1 APP-2 ...................................................... 0
19-3—19-5 .............................................. 1
CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
Chapter 18 MANEUVER AND PROCEDURES
Chapter 19 WEIGHT AND BALANCE
Chapter 20 FLIGHT PLANNING AND PERFORMANCE
Chapter 21 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX
1 AIRCRAFT GENERAL
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL .............................................................................................................................. 1-1
Model Differences ........................................................................................................... 1-2
STRUCTURES........................................................................................................................ 1-2
Fuselage ........................................................................................................................... 1-2
Wings ............................................................................................................................... 1-2
Empennage ...................................................................................................................... 1-2
AIRCRAFT SYSTEMS .......................................................................................................... 1-6
Alerts, Cautions, and Warnings ....................................................................................... 1-6
Electrical System ............................................................................................................. 1-6
Lighting System............................................................................................................... 1-6
Fuel System ..................................................................................................................... 1-6
Powerplant ....................................................................................................................... 1-7
Ice and Rain Protection ................................................................................................... 1-7
Landing Gear and Brakes ................................................................................................ 1-7
Flight Controls ................................................................................................................. 1-7
Oxygen System................................................................................................................ 1-8
LIMITATIONS ........................................................................................................................ 1-8
Windshield/Window Cleaning and Care ......................................................................... 1-8
Noise Characteristics ....................................................................................................... 1-8
FOR TRAINING PURPOSES ONLY 1-i

1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1 Cessna Grand Caravan ............................................................................................. 1-2
1-2 Exterior Dimensions—208 ...................................................................................... 1-3
1-3 Exterior Dimensions—208B.................................................................................... 1-4
1-4 Minimum Turning Radii—208 ................................................................................ 1-5
TABLE
Table Title Page
1-1 Windshield and Window Care ................................................................................. 1-9
FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual describes the airframe and engine systems in the Cessna Caravan 208
G1000 aircraft. This manual does not supercede or substitute any of the manufacturer’s sys-
tem or operating manuals. This manual provides information from the basic design data.
All subsequent changes in aircraft appearance or system operation is covered during aca-
demic training and subsequent revisions to this manual. This chapter provides a general de-
scription of the aircraft structures and systems.
GENERAL
The Caravan 208 G1000 is a general-utility all- available on all versions except for float-
metal, high-wing, single-engine, tricycle land- equipped aircraft (Figure 1-1).
ing gear aircraft. A composite cargo pod is
FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
Figure 1-1. Cessna Grand Caravan
MODEL DIFFERENCES • Bulkhead with attaching plates at its

base for strut-to-fuselage attachment of
The Cessna Caravan 208 G1000 is produced as wing struts
the 208 Caravan 675, 208B Grand Caravan, and
208B Super Cargomaster. The major differ- WINGS
ences are the presence or absence of passenger The externally braced wings have integral
windows and the length of the fuselage. Figures fuel tanks. The wings have a front and rear
1-2 and 1-3 illustrate the aircraft dimensions for spar with formed sheet metal ribs, as well as
the various models. Figure 1-4 shows the min- doubler and stringers. An aluminum skin
imum turning radii. covers the entire wing.
STRUCTURES EMPENNAGE
FUSELAGE The empennage has a conventional vertical
stabilizer, rudder, horizontal stabilizer, and
The fuselage has a conventional formed sheet elevator. The leading-edge extension on the top
metal bulkhead, stringer, and semimonocoque of the rudder has a balance weight. An eleva-
skin design. The main components are: tor trim tab attaches to the trailing edge of the
elevator by full-length piano hinges. Both el-
• Front and rear car r y-through spars evator tip leading-edge extensions provide
(wings attach to these spars)
aerodynamic balance with balance weights. A
• Bulkhead row of vortex generators on top of the horizon-
• Main landing gear attachment tal stabilizer forward of the elevator enhances
forgings nose down elevator and trim authority.
1-2 FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL
14 FEET –
10 INCHES
MAX
CARGO VERSION
37 FEET – 7 INCHES
NOTE:
1. DIMENSIONS SHOWN ARE BASED ON
STANDARD EMPTY WEIGHT AND PROPER
INFLATION OF NOSE AND MAIN GEAR TIRES.
TAIL HEIGHT CAN INCREASE WITH OVERSIZE TIRES.
2. WING SPAN DIMENSION INCLUDES
STROBE LIGHTS.
3. MAXIMUM HEIGHT SHOWN WITH NOSE GEAR
DEPRESSED AS FAR AS POSSIBLE.
4. WHEEL BASE LENGTH IS 11 FEET – 7 1/2 INCHES.
5. WING AREA IS 279.4 SQUARE FEET.
6. MINIMUM TURNING RADIUS (*PIVOT POINT
TO OUTBOARD WINGTIP STROBE
LIGHT) IS 33 FEET – 8 INCHES.
PIVOT POINT PIVOT POINT
7. PROPELLER GROUND CLEARANCE WITH

McCAULEY™ PROPELLER: 106 INCHES (McCAULEY™)
• NOSE TIRE INFLATED AND NOSE GEAR 11 FEET –
EXTENDED 4 1/2 INCHES: 16 INCHES. 8 INCHES
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED 9 INCHES.
Figure 1-2. Exterior Dimensions—208

1 AIRCRAFT GENERAL
15 FEET –
5 1/2 INCHES
MAX
PASSENGER
VERSION 41 FEET – 7 INCHES
CARGO VERSION
NOTE:
1. DIMENSIONS SHOWN ARE BASED ON
STANDARD EMPTY WEIGHT AND PROPER
INFLATION OF NOSE AND MAIN GEAR TIRES.
2. WING SPAN DIMENSION INCLUDES STROBE LIGHTS.
3. MAXIMUM HEIGHT SHOWN WITH NOSE GEAR
DEPRESSED AS FAR AS POSSIBLE. CABIN SIDE WINDOWS
4. WHEEL BASE LENGTH IS 13 FEET – 3 1/2 INCHES. AND THE RIGHT
5. WING AREA IS 279.4 SQUARE FEET. PASSENGER DOOR
6. MINIMUM TURNING RADIUS (*PIVOT POINT TO ARE NOT INSTALLED ON
OUTBOARD WING TIP, STROBE LIGHT) IS THE CARGO VERSION
33 FEET – 8 INCHES.
PIVOT POINT PIVOT POINT
7. MCCAULEY™ PROPELLER GROUND CLEARANCE –

STANDARD TIRES AND NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR
BARREL EXTENDED 3 5/8 INCHES: 11 1/4 INCHES.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED: 2 1/2 INCHES.
MCCAULEY™ PROPELLER GROUND CLEARANCE –
STANDARD TIRES, EXTENDED NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR
BARREL EXTENDED 3 5/8 INCHES: 14 3/4 INCHES.
• NOSE TIRE DEFLATED AND STRUT FULLY
COMPRESSED: 5 7/8 INCHES.
106 INCHES (McCAULEY™)

11 FEET –
8 INCHES
Figure 1-3. Exterior Dimensions—208B

1 AIRCRAFT GENERAL
67 FEET 3.6 INCHES (WITH STROBE LIGHTS)
33 FEET 6.5 INCHES

(WITH STROBE LIGHTS)
11 FEET
12 FEET 9.7 INCHES
7.0 INCHES
NOTE:
MINIMUM TURNING RADIUS WITH BRAKE
LOCKED, FULL RUDDER, AND POWER
Figure 1-4. Minimum Turning Radii—208

1 AIRCRAFT GENERAL
AIRCRAFT SYSTEMS LIGHTING SYSTEM

Exterior lighting includes:
This section describes the following aircraft
systems: • Three navigation lights
• Crew alerting system (CAS) messages • Two landing lights
• Electrical system • Two taxi recognition lights
• Lighting system • Two strobe lights
• Fuel system • Flashing beacon
• Powerplant • Two underwing courtesy lights
• Ice and rain protection • Ice detection light
• Landing gear and brakes All exterior lights, except for the ice detection
• Flight controls light, are controlled by toggle switches on the
lighting control panel on the left side of the
• Oxygen system instrument panel. The ice detection light is
controlled by a toggle switch on the ANTI-ICE
Each system is described in detail in its respec- switch panel.
tive chapter in this training manual.
A single postlight on the overhead panel il-
ALERTS, CAUTIONS, AND luminates both flap switches. A recessed
light illuminates the oxygen gauge. Integral
WARNINGS lights and floodlights illuminate the instru-
Alerts, cautions, and warnings are indicated ment panel The integral lights illuminate the
through CAS messages on each primary flight high frequency (HF), automatic direction
display (PFD 1 and PFD 2). f inder (ADF) standby, and radio instruments
internally. Note that the G1000 provides its
own illumination of the control switches and
ELECTRICAL SYSTEM labels.
The aircraft uses a 28 volt, direct cur rent
(VDC) electrical system. A 24 volt battery FUEL SYSTEM
a n d a s t a r t e r- g e n e r a t o r s u p p ly p r i m a r y
power to the aircraft. Additional power is The aircraft fuel system includes:
available through an external power recep- • Two vented, integral fuel tanks with
tacle and a standby alter nator, which is shutoff valves
standard on the aircraft.
• Fuel-selectors-off warning system
DC power is routed through a power distri- • Fuel reservoir
bution bus, a battery bus, an avionics bus, and
a standby alternator bus. CAS messages in- • Ejector fuel pump
dicate Emergency (Red), Abnor mal • Electric auxiliary boost pump
Conditions (Amber) and Information
(White). • Reservoir manifold assembly
• Firewall shutoff valve
• Fuel f ilter
• Oil-to-fuel heater

1 AIRCRAFT GENERAL
• Engine-driven fuel pump porous panels on the leading edges of the air-
craft.
• Fuel control unit
• Flow divider The fluid minimizes ice formation on all lift-
ing surfaces, propeller blades, wings, wing
• Dual manifolds
struts, and horizontal and vertical stabilizers.
• Fourteen fuel nozzle assemblies When the system is activated in-flight, the ice
protection fluid flows backwards over the
• Fuel can and drain
upper and lower surfaces.
Fuel flows from the tanks through the two
A fluid slinger on the propeller provides ice pro-
fuel tank shutoff valves at each tank.
tection for the propeller and generates further
Mechanical control of the fuel tank shutoff
ice protection for the fuselage and cargo pod
valves is by two fuel selectors on the over-
forward surfaces. Two, positive displacement,
head panel. Manipulate the fuel selectors to
constant volume metering pumps supply fluid
select either left or right fuel tanks, or both
to the panels and propeller.
at the same time. Normal operation is with
both tanks on.
Single and combined pump operation and
timed pumping provide a range of flow rates
POWERPLANT for different icing conditions. An on-demand
gear pump supplies fluid to the windshield
A Pratt and Whitney of Canada, Ltd. PT6A- spray bar for clear vision through the wind-
114A free-turbine, two-shaft engine powers the shield.
aircraft. The free-turbine engine uses two in-
dependent turbines: one drives a compressor
in the gas generator section and one drives a LANDING GEAR AND BRAKES
reduction gear for the propeller. The turbine
The tricycle landing gear has a steerable nose-
is rated at 675 hp.
wheel and two main wheels. Shock absorption
is by the following:
All engine-driven accessories, except for the
propeller tachometer-generator and propeller • The tubular spring-steel main landing
governors, are on the accessory gearbox (AGB) gear struts
at the rear of the engine. The engine accessories • Interconnecting spring-steel tube between
are driven by the compressor turbine via a the two main landing gear struts
coupling shaft that extends the drive through
a conical tube in the oil tank center section. • Nose gear oil-f illed shock strut and
spring-steel drag link
An internal tank contains the main portion of
the engine oil supply. The tank, which forms Each main gear wheel has a hydraulically ac-
part of the compressor inlet case, has a capac- tuated single-disc brake on the inboard side of
ity of 9.5 U.S. quarts and includes a dipstick each wheel.
and drain plug. Total oil system capacity, in-
cluding tank, engine sumps, lines, and f ilter,
is 14 U.S. quarts. FLIGHT CONTROLS
The flight control system includes:
ICE AND RAIN PROTECTION • Conventional aileron, elevator, and rud-
der control surfaces
The fluid-based ice and rain protection system
exudes a filmy ice protection fluid (TKS) from • A pair of spoilers above the outboard
ends of the flaps

1 AIRCRAFT GENERAL
The control surfaces are manually oper- shield and windows, use only the materials
ated with a control wheel, mechanically and methods listed in Table 1-1.
linked to the ailerons, spoilers, and eleva-
t o r, a n d r u d d e r / b r a ke p e d a l s . T h e w i n g Do not use any of the following on windshields
spoilers improve lateral control of the air- and windows:
craft at low speeds by disrupting lift over
• Methanol
the appropriate flap.
• Denatured alcohol
A trimmable servo tab on the right aileron
• Gasoline
provides aileron trim. Elevator trim is con-
trolled through two elevator trim tabs. A ver- • Benzene
tical control wheel on the top left side of the
control pedestal is used to control pitch trim,
and a horizontal wheel is used to control NOISE CHARACTERISTICS
rudder trim. Increased emphasis on improving the quality of
our environment requires renewed effort on the
OXYGEN SYSTEM part of all pilots to minimize the effect of air-
craft noise on the public. Pilots can demon-
An oxygen system is available for supple- strate concern for environmental improvement
m e n t a l ox y g e n n e c e s s a r y f o r c o n t i n u o u s by application of the following suggested pro-
f l i g h t a t h i g h a l t i t u d e o r f o r u s e i f s m o ke cedures, and thereby prevent undue criticism of
or other noxious fumes are detected in the aviation by the public:
cabin. • Pilots operating aircraft under visual
flight rules (VFR) over outdoor assem-
Passenger models of the aircraft have a 116.95- blies of persons, recreational and park
cubic foot oxygen bottle and 10 or 17 oxygen areas, and other noise-sensitive areas
ports, depending on the model. Cargo models must make every effort to fly not less
have a 50.67 cubic-foot oxygen bottle and two t h a n 2 , 0 0 0 f e e t a b ove t h e s u r f a c e ,
oxygen ports, with the option for the 116.95- weather permitting, even though flight
cubic foot bottle. at a lower level can be consistent with
the provisions of government regula-
The oxygen system includes an oxygen cylin- tions.
der, oxygen outlets and masks, and an oxygen • During departure from or approach to an
pressure gauge. airport, climb after takeoff and descent
for landing must be made so as to avoid
prolonged flight at low altitude near
noise-sensitive areas.
LIMITATIONS
NOTE
WINDSHIELD/WINDOW The above procedures do not apply
CLEANING AND CARE where they conflict with Air Traff ic
Control clearances or instructions, or
The windshield and windows are constructed where, in the judgement of the pilot,
of cast acrylic. The surface hardness of acrylic an altitude of less than 2,000 feet is
is approximately equal to that of copper or necessary for the pilot to adequately
brass. Do not use a canvas cover on the wind- see and avoid other traff ic.
shield unless freezing rain or sleet is antici-
pated. Canvas covers can scratch the plastic
surface. When cleaning and waxing the wind-

1 AIRCRAFT GENERAL
Table 1-1. WINDSHIELD AND WINDOW CARE
DESCRIPTION MANUFACTURER USE

Mild soap or detergent (hand dishwashing Commercially available Cleaning windshields and windows
type without abrasives)
Aliphatic Naphtha Type II conforming to Commercially available Removing deposits that cannot be
Federal Specifications TT-N-95 removed with mild soap solution on
acrylic windshields and windows
Polishing wax: (Refer to Note 1) Waxing acrylic windshields and
• Turtle Wax Turtle Wax, Inc. windows
(paste) Chicago, IL 60638
• Great Reflections E.I. duPont de Nemours
Paste wax and Co., Inc.
Wilmington, DE 19898
• Slip-stream, Wax Classic Chemical
(paste) Grand Prairie, TX 75050
Acrylic polish conforming to Federal Cleaning and polishing acrylic
Specification P-P-560, such as: windshields and windows
• Permatex Plastic Permatex Company, Inc.
Cleaner, No. 403D Kansas City, KS 66115
• Mirror Glaze Mirror Bright Polish Co.

MGH-17 Pasadena, CA
Soft cloth, such as cotton flannel or cotton Commercially available Applying and removing wax and
terry cloth material polish
Rain repellent conforming to Federal Rain shedding on acrylic
Specification MIL-W-6882, such as: windshields.
REPCON UNELKO
(Refer to Note 2) 7428 E. Karen Dr.
Scottsdale, AZ. 85260
NOTE 1: These are the only polishing waxes tested and approved for use by Cessna Aircraft Company.
NOTE 2: This is the only rain repellent approved for use by Cessna Aircraft Company for use on Cessna
Model 208 series airplanes.
The certificated noise level for the Model 208B

at 8,750 pounds maximum weight is 75.2 dB(A).
No determination has been made by the Federal
Aviation Administration that the noise levels of this
aircraft are or should be acceptable or unaccept-
able for operation at, into, or out of any airport.

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION ................................................................................................................... 2-1
SYSTEMS
GENERAL .............................................................................................................................. 2-1
ELECTRICAL SYSTEM........................................................................................................ 2-3
Description....................................................................................................................... 2-3
Components ..................................................................................................................... 2-3
Controls and Indications.................................................................................................. 2-5
Operation ....................................................................................................................... 2-10
Limitations..................................................................................................................... 2-16
Emergency/Abnormal.................................................................................................... 2-16
QUESTIONS......................................................................................................................... 2-17

ILLUSTRATIONS
Figure Title Page
2-1 Electrical System ..................................................................................................... 2-2
2-2 Lead-Acid Battery.................................................................................................... 2-3
2 ELECTRICAL POWER
2-3 Starter-Generator...................................................................................................... 2-4
2-4 Ground Service Receptacle...................................................................................... 2-4
SYSTEMS
2-5 Left Sidewall Switch Panel ...................................................................................... 2-5
2-6 Voltage and Amperage Indications .......................................................................... 2-7
2-7 CB Panels................................................................................................................. 2-8
2-8 Electrical System—Battery Start Below 46% Ng ................................................... 2-9
2-9 Electrical System—STARTER Switch ON ........................................................... 2-11
2-10 Electrical System—Battery Start Above 46% Ng ................................................. 2-12
2-11 Electrical System—External Power Start Below 46% Ng .................................... 2-13
2-12 Electrical System—External Power Start Above 46% Ng .................................... 2-14
2-13 Electrical System—Generator On, Battery Charging............................................ 2-15

CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
This chapter describes the electrical system and standby electrical system in the Cessna
Caravan 208 G1000 aircraft.
GENERAL
The aircraft has a 28 VDC electrical system. The DC power is routed through a power distribu-
system uses a 24 volt battery and a starter-gen- tion bus, a battery bus, an avionics bus, and a
erator to supply primary power to the aircraft. standard, standby alternator bus. Controls and
Additional power is available through an exter- warnings are provided to indicate emergency
nal power unit receptacle and a standby alter- and abnormal conditions. Figure 2-1 shows a
nator, which is standard equipment on the schematic depiction of the electrical system.
aircraft.

SYSTEMS
2-2 2 ELECTRICAL POWER
STARTER/GENERATOR ALTERNATOR
ALT ALTERNATOR
GENERATOR GEN SHUNT CONTACTOR
CONTACTOR SHUNT
EXTERNAL ALTERNATOR
GENERATOR
POWER CONTROL UNIT
CONTROL
UNIT SWITCH
STANDBY
POWER
SWITCH

NO 1
INTERNAL BUS
START
CONTACTOR
STANDBY
POWER CIRCUIT
EXTERNAL BREAKER
START ALTERNATOR
CONTACTOR BUS
GROUND
POWER AVIONICS
MONITOR STANDBY
POWER
SWITCH
EXTERNAL
POWER
NO 2
EXTERNAL BUS
POWER
CONTACTOR NO. 1 AVIONICS
POWER SWITCH
BATTERY BATT
CONTACTOR SHUNT
BATTERY
SWITCH NO 1
BUS TIE
SWITCH
TO HOURMETER
TO CABIN LIGHTS NO. 2 AVIONICS

POWER SWITCH
BATTERY
TO ELT
TO ETM
POWER
TO ANTI-CYCLE SWITCH DISTRIBUTION
BUS NO 2
BATTERY BUS
Figure 2-1. Electrical System

ELECTRICAL SYSTEM A standby electrical system is available as a

power source if the main generator system
malfunctions (see Figure 2-1).
DESCRIPTION
The aircraft has a 28 VDC electrical system. COMPONENTS
The system uses a 24 volt battery as a source
of electrical energy and a dual purpose starter- Lead-Acid Battery
generator, which acts as a motor during engine
A 24 volt, lead-acid battery supplies starting
2 ELECTRICAL POWER
start and as a generator after engine start.
power. The battery is on the right forward side
of the f irewall on a swing-out tray for easy
SYSTEMS
When operating as a generator, the starter-
generator powers the aircraft systems and maintenance.
maintains the battery charge. Power to most
general electrical and all avionics circuits is The battery absorbs voltage spikes, which are
through two general buses, two avionics buses, particularly damaging to electronic compo-
and a battery bus. nents. As such, ensure that the battery is well
maintained and never turn it off during nor-
The hot battery bus energizes continuously mal operation.
for cabin/courtesy lighting and other func-
tions requiring power when the two gen- The battery is in its own manifold case (Figure
eral buses are off. The two general buses are 2-2). The case helps contain the hydrogen gas
on when the BATTERY switch is ON. All emitted by the battery during normal charg-
DC buses are powered on when the BAT- ing cycles. The battery case is ventilated to pre-
T E RY s w i t c h a n d t h e t w o AV I O N I C S vent a concentrated accumulation of hydrogen
switches are ON. within the airframe. The overboard vent also
BOX PIVOT
POWER CABLE LATCH
RELEASE LATCH
BATTERY VENT LINE

POWER CABLE
FIREWALL
Figure 2-2. Lead-Acid Battery

serves as a drain for any acid condensate pro-

duced during system charging.
WARNING
Battery acid is very corrosive and
hydrogen gas is highly explosive.
Take measures to protect personnel
and the aircraft when handling the
2 ELECTRICAL POWER
lead-acid battery.
SYSTEMS
Generator Control Unit

The generator control unit (GCU) is inside
the cabin on the left forward fuselage side
Figure 2-3. Starter-Generator
wall. The GCU provides the electrical con-
trol functions of the starter-generator.
Ground Service Plug
The GCU allows automatic starter cutoff when Receptacle
the engine rpm is above 46%. Below 46%, the
starter-generator functions as a starter. Above A ground service plug receptacle (Figure 2-
46%, the starter-generator functions as a gener- 4) permits the use of an external power source
ator when the STARTER switch is positioned to for cold weather starting and during lengthy
OFF. The GCU regulates voltage and protects the maintenance on the electrical and avionics
system from high voltage and reverse current. equipment.
External power control circuits prevent an ex-

Starter-Generator ternal power to battery connection during the
The starter-generator is on the engine accessory start. The external power receptacle is in the left
gearbox (AGB) at the 12 o’clock position and side of the engine compartment near the fire-
is driven by the engine through a splined shaft wall (see Figure 2-1).
(Figure 2-3). The starter-generator functions
as starter during engine start and as a genera-
tor once the engine is at idle speed. The battery
or an external power source powers the starter-
generator.
After engine start, the unit acts as a 28 volt,

200 amp, or optional 300 amp, generator that
powers the electrical equipment and charges
the battery. The GCU controls the starter-gen-
erator when it operates as a generator. An in-
tegral fan and blast tube above the oil cooler
in the air inlet on the right forward cowling
cools the starter-generator. The unit has a
speed sensor for overspeed protection and au-
tomatic starter shutoff. Figure 2-4. Ground Service Receptacle

The ground service circuit has polarity rever-

sal and overvoltage protection. Power from
the external power source flows only if the
ground service plug is connected correctly to
the aircraft.If the plug is accidentally con-
nected backwards or if the ground service
voltage is too high, no power flows to the elec-
trical system, thereby preventing damage to the
electrical equipment.
2 ELECTRICAL POWER
SYSTEMS
Ground Power Monitor
The ground power monitor is inside the elec-
trical power control assembly on the forward
left side of the firewall. The monitor senses the
voltage level applied to the external power re-
ceptacle and closes the external power contac-
tor when the applied voltage is within the
proper limits.
Standby Electrical System

The standby electrical system has the follow-
ing components:
• 75 amp alternator, belt-driven from
the accessory pad on the rear of the
engine
• Alternator control unit (ACU) forward
of the CB panel
• Standby alternator contactor on the left
side of the f irewall Figure 2-5. Left Sidewall Switch Panel
• Two switches on the left sidewall switch
p a n e l – AV I O N I C S S T B Y P W R a n d • Ignition
AVIONICS BUS TIE • Starter
• Avionics
CONTROLS AND INDICATIONS
The main controls of the electrical system are EXTERNAL POWER Switch
on the left sidewall switch panel (Figure 2-5)
and include controls for: The EXTERNAL POWER switch is a guarded,
three-position switch. The switch has OFF,
• External power STARTER, and BUS positions and is guarded
• Battery in the OFF position.
• Generator The OFF position allows external power to

• Fuel boost the ground power monitor only, with no other
circuits receiving power.
• Standby power

The STARTER position applies external power used for motoring the engine when an engine
to the starter circuit only, with battery power star t is not desired. Motoring the engine
applied to the main bus (see Figure 2-5). In the eliminates unburned fuel from the engine
STARTER position, no generator power is after an aborted start and reduces residual
available. high interstage turbine temperature (ITT)
after a hot start.
The BUS position applies power to the distri-
bution bus, with no external power supplied The STARTER switch is spring-loaded to the
to the starter. OFF position in the motor position only. An in-
2 ELECTRICAL POWER
terlock between the MOTOR position of the

To connect the battery to the power distribu- STARTER switch and the IGNITION switch
SYSTEMS
tion bus and external power, position the BAT- prevents the starter from motoring unless the IG-
TERY switch to ON. NITION switch is positioned to NORM. The in-
terlock prevents unintentional motoring of the
engine when the IGNITION switch is posi-
BATTERY Switch tioned to ON.
The BATTERY toggle switch has ON and OFF
positions (see Figure 2-5). The ON position
supplies battery power to the two general buses.
AVIONICS STBY PWR Switch
The OFF position deactivates power to all buses The guarded, two-position AVIONICS STBY
except the battery bus. PWR switch is used to control the standby
electrical system (see Figure 2-5).
GENERATOR Switch
The GENERATOR switch is a three-position
AVIONICS BUS TIE Switch
switch, spring-loaded to the center ON posi- The AVIONICS BUS TIE switch is a two-po-
tion (see Figure 2-5). The switch can be pressed sition switch, guarded in the OFF position
to the RESET or TRIP positions. (see Figure 2-5). Lifting the guard and posi-
tioning the switch to ON connects the No. 1
and No. 2 avionics buses if either bus feeder
IGNITION Switch circuit fails.
The IGNITION toggle switch has two-posi-
tions: ON and NORM (see Figure 2-5). A cur rent limiter on the power distribution
bus powers each avionics bus. If either cur-
rent limiter fails, the affected bus also fails.
STARTER Switch Placing the avionics bus tie switch to the
The three-position STARTER switch has OFF, ON position restores power to the failed
START, and MOTOR positions (see Figure 2- bus. Operating without both bus feeder cir-
5) cuits requires an avionics load reduction,
depending on the equipment installed on the
The OFF position deenergizes the ignition sys- aircraft.
tem. The START position energizes the ignition
system automatically when the ignition switch AVIONICS Switches
is positioned to NORMAL. Once the engine
reaches a self-sustaining speed, the STARTER The AVIONICS 1 switch controls power to
switch must be manually positioned to OFF for the No. 1 avionics bus. The AVIONICS 2
generator operation. switch controls power to the No. 2 avionics bus.
The switches are ON in the forward position
The MOTOR position motors the engine and OFF in the aft position.
without the ignition circuit energized, and is

VOLTAGE and AMPERAGE Pressing the ENGINE softkey, and then press-
Indications i n g t h e S Y S T E M s o f t k e y d i s p l ay s t h e
EIS–SYSTEM pages, which display genera-
Electrical system information is indicated on tor current (GEN AMPS) and bus voltage (BUS
the multifunction flight display (MFD) (non- VOLTS). A negative display on the BAT AMPS
reversionary mode). Battery current (BAT indicates battery discharge.
AMPS) and bus voltage (BUS VOLTS) are in-
dicated on the default EIS–ENGINE page
(Figure 2-6). Circuit Breakers
2 ELECTRICAL POWER
Most of the electrical circuits in the aircraft
are protected by pull-off circuit breakers
SYSTEMS
on the left side CB panel. Supplying the
batter y bus are six circuit breakers, which
are forward of the f irewall, inside the left
engine cowling.
If an overload occurs in any circuit, the con-

trolling circuit breaker trips, opening the cir-
cuit. Allow the circuit breaker to cool for
approximately 3 minutes, and then reset it
(Figure 2-7).
WARNING
Ensure that all circuit breakers are
pushed in before all flights. Never
operate with tripped circuit breakers
without thorough knowledge of the
consequences.
Crew Alert System Messages

Electrical system monitoring is provided
by the following crew alert system (CAS)
messages.
VOLTAGE LOW
A red VOLTAGE LOW CAS message appears
when the electrical bus voltage is below 24.5
volts, and the battery is supplying power.
VOLTAGE HIGH
A red VOLTAGE HIGH CAS message appears
when electrical system bus voltage is greater
than 32.0 volts.
Figure 2-6. Voltage and Amperage
Indications

2 ELECTRICAL POWER
SYSTEMS
CIRCUIT BREAKER PANEL LEFT SIDEWALL SWITCH PANEL

Figure 2-7. CB Panels
GENERATOR OFF Two STBY PWR circuit breakers limit power to

the two main buses to 40 amps per bus.
Under high voltage or reverse current condi-
tions, the generator automatically disconnects
from the buses. The GCU controls the gener- STARTER ON
ator contactor, which connects generator out- An amber STARTER ON CAS message ap-
put to the power distribution bus. If a GCU pears when the starter is in starter mode (Figure
function deenergizes the generator contactor, 2-8).
then an amber GENERATOR OFF CAS mes-
sage appears.
ALTNR AMPS
STBY PWR INOP An amber ALTNR AMPS CAS message ap-
pears if the alternator amperage exceeds nor-
An amber STBY PWR INOP CAS message mal operating ranges.
(Figure 2-8)appears when electrical power
is unavailable from the standby alternator.
IGNITION ON
When the system uses the standby electrical
system, the maximum electrical load is 75 A white IGNITION ON CAS message
amps from sea level to 21,000 feet. To ensure (Figure 2-8) appears when electrical power
adequate alternator cooling at high altitude, is being supplied to the engine ignition
reduce the maximum electrical load 5 amps per system.
1,000 feet above 21,000 feet up to the maxi-
mum operating altitude.

ALT ALTERNATOR
CONTACTOR SHUNT
EXTERNAL ALTERNATOR
GENERATOR
POWER CONTROL UNIT
CONTROL
UNIT SWITCH
STANDBY
POWER
SWITCH

NO 1
INTERNAL BUS
START
CONTACTOR
STANDBY
POWER CIRCUIT
EXTERNAL BREAKER
START ALTERNATOR
CONTACTOR BUS
GROUND
POWER AVIONICS
MONITOR STANDBY
POWER
SWITCH
EXTERNAL
POWER
NO 2
EXTERNAL BUS
POWER
POWER SWITCH
BATTERY BATT
CONTACTOR SHUNT
BATTERY
SWITCH NO 1
BUS TIE
SWITCH
TO HOURMETER

POWER SWITCH
BATTERY
TO ELT
TO ETM
POWER
BUS NO 2
BATTERY BUS LEGEND
BATTERY POWER
GROUND
2-9
Figure 2-8. Electrical System—Battery Start Below 46% Ng
2 ELECTRICAL POWER
SYSTEMS
STBY PWR ON When the speed sensor in the starter-genera-

tor detects speed greater than 46% Ng, it sig-
A white STBY PWR ON CAS message ap- nals the GCU to open the internal start
pears when the standby alternator is generat- contactor (Figure 2-10). When the contactor
ing electrical power. opens, power is removed from the starter. The
GCU does not bring the generator online be-
OPERATION cause the STARTER switch is still positioned
at START.
Preflight
2 ELECTRICAL POWER
When external power is applied to the air-

During the preflight internal inspection, po- craft, the conf iguration is different than when
SYSTEMS
sition all switches to OFF and push in all cir- internal power is applied to the aircraft. Figure
cuit breakers. If the aircraft has an air 2-11 shows the circuit with external power
conditioner, position the air conditioner con- connected correctly —STARTER switch po-
trols to OFF. sitioned to START, EXTERNAL POWER
switch positioned to STARTER, and Ng below
Two deck skin fans cool the avionics system 46%.
during operation. To check deck skin fans,
position the BATTERY switch to ON. Verify The difference between an external power start
that fan operation is audible. Select AVION- and a battery start below 46% Ng is that the
ICS No. 1 switch to ON, check operation of starter obtains power from the external start
p i l o t s P F D. R e p e a t s a m e p r o c e d u r e f o r contactor instead of the internal start contac-
AVIONICS No. 2. When f inished, position tor.
both AVIONICS switches to OFF and the BAT-
TERY switch to OFF. During an external power start, when Ng ex-
ceeds 46%, the sequence and conf iguration
are similar to those of a battery start above
Starting 46% (Figure 2-12). The difference is the GCU
Positioning the BATTERY switch to ON applies opens the external start contactor instead of the
battery power to the battery contactor and con- internal start contactor when the speed sensor
nects the battery to the power distribution bus, signal exceeds 46% Ng.
the internal start contactor, and the generator
contactor (Figure 2-9).
During A Battery Start
Battery voltage also is applied to the GCU to After the engine starts and Ng reaches at least
provide line contactor sense. Positioning the 52%, position the STARTER switch to OFF.
BATTERY switch to OFF opens the battery The OFF position signals the GCU that the start
contactor and applies battery voltage to the bat- cycle is complete. The GCU then signals the
tery bus only. generator to produce power. The GCU also
signals the generator contactor to close, which
Figure 2-9 shows the electrical system when thus applies power to the power distribution
the BATTERY switch is ON, the STARTER bus (Figure 2-13). Since the battery voltage is
switch is at START, and the EXTERNAL lower than the generator output voltage, the
POWER switch is OFF, with Ng below 46%. generator recharges the battery to full capac-
ity. The higher voltage extinguishes the
When these conditions are met, the GCU sig- VOLTAGE LOW CAS message.
nals the internal starter contactor to close and
applies power to the starter.

ALT ALTERNATOR
CONTACTOR SHUNT
EXTERNAL ALTERNATOR
GENERATOR
POWER CONTROL UNIT
CONTROL
UNIT SWITCH
STANDBY
POWER
SWITCH
NO 1

INTERNAL BUS
START
CONTACTOR
STANDBY
POWER CIRCUIT
EXTERNAL BREAKER
START ALTERNATOR
CONTACTOR BUS
GROUND
POWER AVIONICS
MONITOR STANDBY
POWER
SWITCH
EXTERNAL
POWER
NO 2
EXTERNAL BUS
POWER
POWER SWITCH
BATTERY BATT
CONTACTOR SHUNT
BATTERY
SWITCH NO 1
BUS TIE
SWITCH
TO HOURMETER

POWER SWITCH
BATTERY
TO ELT
TO ETM
POWER
BUS NO 2
BATTERY BUS LEGEND
BATTERY POWER
GROUND
2-11
Figure 2-9. Electrical System—STARTER Switch ON
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
ALT ALTERNATOR
CONTACTOR SHUNT
EXTERNAL ALTERNATOR
GENERATOR
POWER CONTROL UNIT
CONTROL
UNIT SWITCH
STANDBY
POWER
SWITCH
NO 1

INTERNAL BUS
START
CONTACTOR
STANDBY
POWER CIRCUIT
EXTERNAL BREAKER
START ALTERNATOR
CONTACTOR BUS
GROUND
POWER AVIONICS
MONITOR STANDBY
POWER
SWITCH
EXTERNAL
POWER
NO 2
EXTERNAL BUS
POWER
POWER SWITCH
BATTERY BATT
CONTACTOR SHUNT
BATTERY
SWITCH NO 1
BUS TIE
SWITCH
TO HOURMETER

POWER SWITCH
BATTERY
TO ELT
TO ETM
POWER
BUS NO 2
BATTERY BUS LEGEND
BATTERY POWER
GROUND
Figure 2-10. Electrical System—Battery Start Above 46% Ng

ALT ALTERNATOR
CONTACTOR SHUNT
EXTERNAL ALTERNATOR
GENERATOR
POWER CONTROL UNIT
CONTROL
UNIT SWITCH
STANDBY
POWER
SWITCH
NO 1

INTERNAL BUS
START
CONTACTOR
STANDBY
POWER CIRCUIT
EXTERNAL BREAKER
START ALTERNATOR
CONTACTOR BUS
GROUND
POWER AVIONICS
MONITOR STANDBY
POWER
SWITCH
EXTERNAL
POWER
NO 2
EXTERNAL BUS
POWER
POWER SWITCH
BATTERY BATT
CONTACTOR SHUNT
BATTERY
SWITCH NO 1
BUS TIE
SWITCH
TO HOURMETER

POWER SWITCH
BATTERY
TO ELT
TO ETM
POWER
BUS NO 2
BATTERY BUS LEGEND
BATTERY POWER EXTERNAL POWER
GROUND
2-13
Figure 2-11. Electrical System—External Power Start Below 46% Ng
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
ALT ALTERNATOR
CONTACTOR SHUNT
EXTERNAL ALTERNATOR
GENERATOR
POWER CONTROL UNIT
CONTROL
UNIT SWITCH
STANDBY
POWER
SWITCH
NO 1

INTERNAL BUS
START
CONTACTOR
STANDBY
POWER CIRCUIT
EXTERNAL BREAKER
START ALTERNATOR
CONTACTOR BUS
GROUND
POWER AVIONICS
MONITOR STANDBY
POWER
SWITCH
EXTERNAL
POWER
NO 2
EXTERNAL BUS
POWER
POWER SWITCH
BATTERY BATT
CONTACTOR SHUNT
BATTERY
SWITCH NO 1
BUS TIE
SWITCH
TO HOURMETER

POWER SWITCH
BATTERY
TO ELT
TO ETM
POWER
BUS NO 2
BATTERY BUS LEGEND
GROUND GENERATOR OUTPUT
Figure 2-12. Electrical System—External Power Start Above 46% Ng

ALT ALTERNATOR
CONTACTOR SHUNT
EXTERNAL ALTERNATOR
GENERATOR
POWER CONTROL UNIT
CONTROL
UNIT SWITCH
STANDBY
POWER
SWITCH
NO 1

INTERNAL BUS
START
CONTACTOR
STANDBY
POWER CIRCUIT
EXTERNAL BREAKER
START ALTERNATOR
CONTACTOR BUS
GROUND
POWER AVIONICS
MONITOR STANDBY
POWER
SWITCH
EXTERNAL
POWER
NO 2
EXTERNAL BUS
POWER
POWER SWITCH
BATTERY BATT
CONTACTOR SHUNT
BATTERY
SWITCH NO 1
BUS TIE
SWITCH
TO HOURMETER

POWER SWITCH
BATTERY
TO ELT
TO ETM
POWER
BUS NO 2
BATTERY BUS LEGEND
GROUND GENERATOR OUTPUT
2-15
Figure 2-13. Electrical System—Generator On, Battery Charging
2 ELECTRICAL POWER
SYSTEMS
Verify that the STARTER ON CAS message If a fault in the primary power relay box oc-
disappears, and then check the engine indica- curs, isolate the primary power supply system.
tions. (Pull the six, 30 amp bus feeder circuit break-
e r s , a n d t h e n t u r n o f f b o t h AV I O N I C S
switches.) Power the avionics by turning on
During An External Power Start both the AVIONICS STBY PWR and AVION-
Position the EXTERNAL POWER switch to ICS BUS TIE switches.
OFF, and then turn off and disengage the ex-
ternal power unit.
2 ELECTRICAL POWER
LIMITATIONS
Check the GEN (generator) load on the engine For limitations of this aircraft, refer to the
SYSTEMS
indications, and verify that the GENERATOR Pilot’s Operating Handbook and FAA-ap-
OFF CAS message disappears and the BAT proved Airplane Flight Manual (POH/AFM).
AMPS are charging.
Position the FUEL BOOST switch to NORM, EMERGENCY/ABNORMAL

and then verify that the FUEL BOOST ON
For specif ic information on emergency/ab-
CAS message does not appear. Position the
normal procedures, refer to the POH/AFM.
AVIONICS No. 2 switch to ON, and position
the NAV LIGHTS to ON or OFF as desired.
Position the cabin heating, ventilation, and
defrosting controls as desired.
Standby Electrical Power

System
Cur rent to the ACU is supplied through
diode logic either from a circuit breaker in
the standby alter nator or the hour meter/
AC U c i r c u i t b r e a ke r i n t h e m a i n p owe r
relay box. After the alter nator control unit
(ACU) begins operation, the alter nator is
self energized.
To m o n i t o r t o t a l a m p e r a g e f r o m t h e
s t a n d by e l e c t r i c a l s y s t e m , p o s i t i o n t h e
system button on the lower left side of
the MFD to SYSTEM.
When the standby electrical system ener-

gizes, standby power automatically routes
to the main buses if system voltage drops to
27.5 volts.
Verify that the AVIONICS STBY PWR and

AVIONICS BUS TIE switches are positioned
to ON. All main electrical components on
current aircraft remain the same.

QUESTIONS
1. The battery is: 6. Positioning the AVIONICS BUS TIE
A. In the tail cone switch to ON:
B. Under the right front seat A. Ties the avionics bus to the battery
C. On a swing out tray in front of the B. Ties the No. 1 avionics bus to the gen-
f irewall erator
D. On the floor behind the pilot seat C. Ties the No. 1 avionics bus to the No.2
2 ELECTRICAL POWER
avionics bus
D. Disconnects the avionics buses from
SYSTEMS
2. The lead-acid battery case is vented to each other
prevent:
A. Concentrated accumulation of hydro-
gen gas in the airframe 7. When the EXTERNAL POWER switch is
B. Pressure differential in the battery positioned to BUS:
C. Contamination from ambient air A. External power is applied to the starter
D. Overcharging of the battery B. External power is applied to the avion-
ics bus.
C. E x t e r n a l p owe r i s a p p l i e d t o t h e
3. The generator control unit (GCU) controls main bus
operation of the: D. Power is sent from the main bus to
A. Generator only the external power receptacle
B. Starter only
C. Starter-generator
8. The standby electrical system:
D. Standby electrical system
A. Is powered by the battery
B. I s p owe r e d by t h e e n g i n e - d r ive n
4. The ground power monitor: generator
A. Protects the electrical system C. Is powered by a belt-driven alternator
B. Controls the external generator D. Is actuated by the ground power mon-
C. S e n s e s o p e r a t i o n o f t h e s t a r t e r- itor
generator
D. Regulates generator output
5. The voltmeter and its associated selector

button are used to read:
A. Generator current
B. Alternator current
C. Battery current
D. All of the above

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL .............................................................................................................................. 3-1
EXTERIOR LIGHTING ......................................................................................................... 3-2
Description....................................................................................................................... 3-2
Components ..................................................................................................................... 3-2
Operation ......................................................................................................................... 3-4
3 LIGHTING
INTERIOR LIGHTING .......................................................................................................... 3-4
Description....................................................................................................................... 3-4
Operation ......................................................................................................................... 3-6
QUESTIONS........................................................................................................................... 3-7

ILLUSTRATIONS
Figure Title Page
3-1 Navigation and Strobe Lights .................................................................................. 3-2
3-2 Landing and Taxi/Recognition Lights...................................................................... 3-2
3-3 Flashing Beacon....................................................................................................... 3-3
3-4 Wing Inspection Light ............................................................................................. 3-3
3-5 Courtesy Lights........................................................................................................ 3-3
3-6 LIGHTS Control Panel ............................................................................................ 3-4
3-7 Interior Lighting Control Knobs .............................................................................. 3-5
3-8 Postlight Replacement.............................................................................................. 3-6
3 LIGHTING

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
This chapter describes the exterior and interior lighting systems on the Caravan 208 G1000.
GENERAL
Exterior lighting on the aircraft includes navi- Interior lighting includes instrument lighting
gation lights, landing lights, taxi/recognition and cabin lighting.
lights, strobe lights, ice detection lights, cour-
tesy lights, and a flashing beacon light.

EXTERIOR LIGHTING Landing and Taxi/Recognition

Lights
DESCRIPTION A landing light in the leading edge of each
wing illuminates the area forward of the air-
The exterior lighting system illuminates the craft during landing and ground operations
aircraft for day or night operation. The exte- (Figure 3-2) The landing lights are protected
rior lights include: by the LEFT LDG LIGHT and RIGHT LDG
• Navigation lights on each wingtip and LIGHT circuit breakers on the CB panel.
one on the tail cone
• Landing lights on each wing
• Taxi-recognition lights on each wing
• Strobe lights on each wing
• Flashing beacon on top of the tail
• Wing inspection light is provided to illu-
minate the leading edge of the left wing.
• Courtesy lights under each wing
COMPONENTS
3 LIGHTING
Figure 3-2. Landing and Taxi/Recognition

Lights
Navigation and Strobe Lights
Conventional navigation lights are on the
wingtips and tail cone stinger (Figure 3-1). The NOTE
lights are protected by the NAV LIGHT circuit Using the landing lights to enhance
breaker on the CB panel. aircraft visibility in the traff ic pat-
tern or enroute is not recommended
A strobe light with a remote power supply is on because of the short service life of
each wingtip (Figure 3-1). The lights enhance the lights. The taxi/recognition lights
anticollision protection and are required for have longer service life and are de-
night operation of the aircraft. The strobe lights signed for this purpose.
are protected by the STROBE LIGHT circuit
breaker on the CB panel.
A taxi/recognition light is inboard of each
landing light in the leading edge of each wing
(Figure 3-2). The lights illuminate the area
forward of the aircraft during ground opera-
tion and taxiing. The lights also make the air-
craft more visible in the traff ic pattern or
enroute. The taxi/recognition lights are pro-
tected by the TAXI LIGHT circuit breaker on
the CB panel.
Figure 3-1. Navigation and Strobe Lights

WARNING
Turn off strobe lights when taxiing.
Ground operation of the high-inten-
sity strobe lights considerably annoys
ground personnel and other pilots. Do
not operate strobe lights in fog, clouds,
or haze because reflection of the light
beam can cause disorientation or
dizziness.
Flashing Beacon Light Figure 3-4. Wing Inspection Light

A red flashing beacon light, visible for 360°,
is on top of the vertical f in for additional an- Courtesy Lights
ticollision protection in flight and for recog-
nition on the ground (Figure 3-3). The light is A courtesy light under each wing illuminates
protected by the BEACON LIGHT circuit the area outside the aircraft next to the door
breaker on the CB panel. (Figure 3-5). The lights operate in conjunction
with the cabin lights and are controlled by the
CABIN switch on the lighting control panel.
3 LIGHTING
Figure 3-3. Flashing Beacon
WARNING
Do not operate the beacon light when Figure 3-5. Courtesy Lights
flying through clouds or overcast con-
ditions. The light reflects from water
particles in the atmosphere, particu-
larly at night, causing disorientation CONTROLS AND INDICATIONS
or dizziness. The switches on the LIGHTS panel control
all exterior lights (Figure 3-6), except for the
wing inspection lights, which are controlled
Wing Inspection Lights by a switch on the ANTI-ICE panel.
A wing inspection light on the leading edge
of the left wing provides illumination for ice
detection on the left wing (Figure 3-4).

lights. The switch is spring-loaded to the off

position and must be held in the ON position
to illuminate the wing inspection light.
OPERATION
Refer to the Pilot’s Operating Handbook and
Airplane Flight Manual (POH/AFM) for more
information on the exterior lighting.
INTERIOR LIGHTING
DESCRIPTION
Instrument and control panel lighting is pro-
vided by integral, flood, and post lights. Six
lighting control knobs on the DIMMING panel
are grouped together on the lower part of the
instrument panel left of the control pedestal.
3 LIGHTING
The controls vary the brightness of the follow-

ing panels:
Figure 3-6. LIGHTS Control Panel
• Instrument panel
The white-capped switches on the LIGHTS • Pedestal
control panel are ON in the up position and • Overhead panel
OFF in the down position:
• Left sidewall panel
• LEFT LDG switch— Controls the left
landing light. • LED panels
• TAXI/RECOG switch—Controls the • Avionics displays
taxi/recognition lights during ground • Internally lighted instruments
operation.
• RIGHT LDG switch—Controls the right The interior lighting is protected by the
landing light. AVN/FLOOD LIGHT and INST LIGHT cir-
cuit breakers on the left sidewall CB panel.
• STROBE switch—Controls the wingtip Other lighting provided or available includes
strobe lights. control wheel map lights, cabin lights, pas-
• NAV switch—Controls the wingtip and senger reading lights, and a no smoking/seat
tail cone navigation lights. belt sign.
• BCN switch—Controls the beacon light
on top of the vertical stabilizer. Postlight
A single postlight on the overhead panel illu-
WING LIGHT Switch minates both flap switches. A recessed light
illuminates the oxygen gauge.
The two-position WING LIGHT switch on the
ANTI-ICE switch panel controls the wing

Electroluminescent Lighting CONTROLS AND INDICATIONS

Electroluminescent lights (EL) and flood-
lights illuminate the instrument panel. The CABIN Switch
EL lights illuminate the HF, automatic direc- Cabin lighting controls consist of a CABIN
tion f inder (ADF) standby, and radio instru- toggle switch on the LIGHTS panel (see Figure
ments internally. 3-6), a rocker switch forward of the aft pas-
senger door, and a rocker switch forward of the
aft cargo door.
Floodlights
Floodlights illuminate the left sidewall panel, The CABIN switch controls the four overhead
the right sidewall panel, and CB panel. The panel lights in the aircraft interior and the
center light illuminates the control pedestal. courtesy light under each wing. Any of the
three switches can be used to toggle all cabin
lights on or off at any time, regardless of the
Map Light other switch position. The cabin lights circuit
A map light is on the bottom of the control i s p r o t e c t e d by t h e C A B I N LT S c i r c u i t
wheel for checking maps and other flight data breaker.The light circuit requires no power
during night operations. from the main electrical bus for operation.
Cabin Lights NO SMOKE Switch

The NO SMOKE toggle switch on the LIGHTS
3 LIGHTING
Four cabin lights are in the center forward
cabin on the ceiling. The lights illuminate the control panel (see Figure 3-6) illuminates and
passenger boarding areas and the cargo load- extinguishes the NO SMOKING light.
ing areas.
The controls are used to vary the intensity of the
instrument panel, left sidewall CB panel,
Passenger Reading Lights pedestal, and overhead panel lighting.
Passenger reading lights are near each aft pas-
senger position. Eleven small convenience lights AVIONICS
are in the panels above the seats.
The AVIONICS knob on the lower part of
the instrument panel left of the control
NO SMOKING/SEAT BELT Light pedestal varies the intensity of the avionics
A lighted warning sign in the cabin headliner displays (Figure 3-7). Rotating the knob
immediately aft of the overhead console in- clockwise increases panel brightness; rotat-
forms passengers when to fasten seat belts ing the knob counterclockwise decreases
and when no smoking is in effect. brightness.
Windshield Ice Detection Light

A red windshield ice detection light is on
the lower inboard portion of the pilot wind-
shield. If the windshield is clear of ice, DAY
distinct red circles are present above the
light. If the windshield is contaminated,
the red circles become more diffused and
the area of red light increases. Figure 3-7. Interior Lighting Control Knobs

STANDBY IND OPERATION

The STANDBY IND knob (Figure 3-7) varies
the intensity of the standby airspeed indica- Bulb Replacement During
tor, attitude indicator, altimeter, torque indi- Flight
cator, and magnetic compass. Rotating the Ensure that spare bulbs are stored in the map
knob clockwise increases panel brightness; compartment. If a spare bulb is unavailable,
rotating the knob counterclockwise decreases an identical bulb from other lights can be sub-
brightness. stituted for the defective bulb.
SW/CB Panels Postlight

The SW/CB PANELS knob varies the inten- To replace the postlight bulb, grasp the lens
sity of backlit panels (see Figure 3-7). The cap, and pull the bulb straight out of the socket
panels have labels for most of the switches, (Figure 3-8). Pull the bulb from the cap and
controls, and circuit breakers on the instrument replace it with an MS25237-327 bulb. Replace
panel. Clockwise rotation of the knob in- the cap in the socket, and then rotate it to di-
creases panel brightness; counterclockwise rect the light in the desired direction.
rotation of the knob decreases brightness.
CB/PED/OVHD Control Knob

The CB/PED/OVHD knob (see Figure 3-7)
3 LIGHTING
varies the intensity of the lights illuminating

the left sidewall switch and CB panel, the con-
trol pedestal floodlights, and the overhead
panel post lights. Rotating the knob clock-
wise increases panel brightness; rotating the
knob counterclockwise decreases brightness.
FLOOD Control Knobs

The LEFT FLOOD knob (see Figure 3-7)
varies the brightness of the left overhead panel
floodlight. The RIGHT FLOOD knob varies
the brightness of the right overhead panel
floodlight. Rotating the knob clockwise in-
creases brightness; rotating the knob coun-
terclockwise decreases brightness.
Figure 3-8. Postlight Replacement
Control Wheel Map Light
A control wheel map light is on the bottom of
each control wheel. The map lights illuminate Control Wheel Map Lights
the lower portion of the cabin in front of the
pilot and copilot. Rotating the control wheel To replace the map light bulb, grasp the rim of
clockwise increases brightness; rotating the the bulb, push it straight up, and then turn the
control wheel counterclockwise decreases bulb counterclockwise as far as possible. Pull
brightness. the bulb straight down and out of the socket. The
replacement bulb is a 24 RB.

QUESTIONS
1. Use landing lights during:
A. Landing and takeoff
B. Landing only
C. Taxiing
D. Cruising
2. The taxi/recognition lights are:

A. On the nose gear
B. On the wingtips
C. In the wing leading edges
D. In the front of the engine cowl
3. The strobe lights are required:

A. In instrument conditions
B. During night operations
C. Whenever the engine is operating
D. Only when taxiing
3 LIGHTING
4. The courtesy lights are controlled by:
A. Exterior lighting switch
B. Cabin light switch
C. Landing light switch
D. Battery switch
5. The flashing beacon is used for:

A. Anticollision protection
B. Recognition during ground opera-
tions
C. Operation in instrument conditions
D. Both A and B

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL .............................................................................................................................. 4-1
CONTROLS AND INDICATIONS ........................................................................................ 4-2
CAS Messages ................................................................................................................. 4-2
OPERATION........................................................................................................................... 4-2
4 MASTER WARNING
SYSTEM

TABLE
Title Page
4-1 CAS Message Indications ........................................................................................ 4-3
4 MASTER WARNING
SYSTEM

CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
The master warning system on the Cessna Caravan 208 G1000 provides warnings of equip-
4 MASTER WARNING
ment malfunctions, indications of unsafe operating conditions requiring immediate at-
tention, and indications that specif ic systems are in operation..
SYSTEM
GENERAL
Warnings, cautions, and advisories for the air- plays text messages for up to 64 alert messages,
craft are presented on the primary flight display displayed by order of decreasing criticality.
(PFD). The annunciation window is to the right
of the altimeter and vertical speed indicator. The G1000 system automatically adjusts for
All aircraft warning alerts can be displayed si- changing ambient light conditions.
multaneously in the annunciation window. The
annunciation window displays abbreviated crew Depending on the alert type, an ALERTS soft-
alert system (CAS) messages in red, amber, and key can flash with an alert and assume a new
white to indicate system conditions and malfunc- label consistent with the aler t level (red
tions. WARNING, amber CAUTION, or white AD-
VISORY).
An alerts window can be displayed below the
annunciation window. The alerts window dis-

CONTROLS AND
INDICATIONS
CAS MESSAGES
Table 4-1 describes each CAS message, its
color, and the cause for its appearance.
OPERATION
When the annunciation window is displayed,
the flight management system (FMS) knob
can be used to scroll through the messages. A
white horizontal line separates acknowledged
annunciations from those that are not yet
acknowledged.
Pressing the ALERTS softkey displays the

ALERTS window. The FMS knob can then be
used to scroll through the alert messages.
Pressing the ALERTS softkey a second time
closes the ALERTS window.
Selecting the flashing softkey acknowledges

the alert, and the softkey returns to the alerts.
If alerts are still present the ALERTS label ap-
pears in white with black text.
WARNING —A WARNING alert, which is ac-

companied by a continuous chime, requires im-
4 MASTER WARNING
mediate attention. Pressing the WARNING

softkey acknowledges the WARNING alert
SYSTEM
and stops the chime.
CAUTION—A CAUTION alert, which is ac-

companied by a single chime, indicates abnor-
mal conditions that can require intervention.
Pressing the CAUTION softkey acknowledges
the alert.
ADVISORY—This level of alert, which gen-

e r a t e s n o a u r a l t o n e , p r ov i d e s g e n e r a l
information. Pressing the ADVISORY soft-
key acknowledges the alert.

Table 4-1. CAS MESSAGES INDICATIONS
CAS MESSAGE ALERTS WINDOW MESSAGE OPTIONAL AUDIO ALERT

OIL PRESS LOW Engine oil pressure is low.
VOLTAGE LOW Bus voltage is low.
VOLTAGE HIGH Bus voltage is high.
ENGINE FIRE Excessive temperature or fire in engine compartment.
RSVR FUEL LOW Fuel starvation imminent. REPEATING
BATTERY OVHT Battery temperature is critically high. X CHIME
EMERG PWR LVR Emergency power lever is not normal.
A-ICE PRESS LOW Anti-ice system pressure is low. X
FUEL SELECT OFF One or both fuel tank selectors are off.
GENERATOR OVHT Generator temperature is critically high.
BETA Propeller is operating in beta mode. British Only
BATTERY HOT Battery temperature is high. X
GENERATOR OFF Generator is not connected to the aircraft bus.
DOOR UNLATCHED Upper cargo/aft passenger door not latched.
L FUEL LOW Left fuel tank is low.
R FUEL LOW Right fuel tank is low.
L-R FUEL LOW Both fuel tanks are low.
FUEL BOOST ON Auxiliary fuel pump is operating.
STBY PWR INOP Standby alternator is inoperative.
ALTNR OVHT Standby alternator temperature is critically high.
A-ICE FLUID LO Anti-ice system fluid level is low. X SINGLE
PROP DE-ICE Propeller heater is inoperative. X CHIME
FUEL PRESS LOW Fuel pressure is low.
STARTER ON Starter-generator is in starter mode.
CHIP DETECT Metal chips detected in oil.
A-ICE PRESS HI Anti-ice system pressure is high. X
L P/S HEAT Left pitot/static heater is inoperative.
R P/S HEAT Right pitot/static heater is inoperative.
L-R P/S HEAT Both pitot/static heaters are inoperative.
4 MASTER WARNING
STALL HEAT Stall vane heater is inoperative.
GENERATOR AMPS Check generator current.
SYSTEM
ALTNR AMPS Check alternator current.
ETM EXCEED Engine Trend Monitor has detected an exceedance.
ETM EXCEED Engine Trend Monitor has detected an event.
PREV EXCEED Engine Trend Monitor shows a previous exceedance.
ETM CAPTURE Engine Trend Monitor is logging trend data.
IGNITION ON Engine ignition is active.
A-ICE NORM Anti-ice system is operating in normal mode. X
A-ICE HIGH Anti-ice system is operating in high mode. X NONE
SPD NOT AVAIL “SPD” key pressed on Autopilot Mode Control panel.
ETM FAULT Indicates a system fault condition has been detected,
or memory is at or near full capacity.
PFD1 FAN FAIL PFD 1 display fan is inoperative
PFD2 FAN FAIL PFD 2 display fan is inoperative
MFD FAN FAIL MFD display fan is inoperative
STBY PWR ON Standby alternator is on.

QUESTIONS
1. A WARNING ALERT accompanied by a
continuous chime indicates a condition
that:
A. Is advisory in nature
B. Is normal during takeoff and landing
C. Requires immediate attention
D. The warning system is in error
2. Pressing the ALERTS softkey for the crew

alert system displays the:
A. ALERTS window
B. Status of scheduled maintenance
C. Next waypoint in the flight plan
D. Hazardous weather detected within
100 NM of the aircraft position
4 MASTER WARNING
SYSTEM

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL .............................................................................................................................. 5-1
DESCRIPTION ....................................................................................................................... 5-3
COMPONENTS ...................................................................................................................... 5-4
Drain Valves..................................................................................................................... 5-4
Fuel Pumps ...................................................................................................................... 5-4
Fuel Filter......................................................................................................................... 5-4
FUEL TANK SELECTORS Lever .................................................................................. 5-4
FUEL SHUTOFF PULL OFF Knob ............................................................................... 5-4
FUEL BOOST Switch ..................................................................................................... 5-5
Audio Alerts..................................................................................................................... 5-5
FUEL FILTER BYPASS FLAG ...................................................................................... 5-5
FUEL FLOW Indication.................................................................................................. 5-5
FUEL QUANTITY Indication......................................................................................... 5-6
CAS Messages ................................................................................................................. 5-6
OPERATION........................................................................................................................... 5-6
Preflight ........................................................................................................................... 5-6
5 FUEL SYSTEM
LIMITATIONS ........................................................................................................................ 5-7

FUEL QUANTITY Indications ....................................................................................... 5-7
Approved Fuel Grades (Specifications) .......................................................................... 5-7

EMERGENCY/ABNORMAL ................................................................................................ 5-9

Fuel Tank Selection OFF During Engine Start ............................................................... 5-9
Fuel System Failure or Fuel Flow Interruption ............................................................... 5-9
QUESTIONS......................................................................................................................... 5-11
5 FUEL SYSTEM
5-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System.............................................................................................................. 5-2
5-2 Fuel Filter Bypass Flag ............................................................................................ 5-3
5-3 FUEL TANK SELECTORS Levers......................................................................... 5-4
5-4 FUEL SHUTOFF PULL OFF Knob ....................................................................... 5-4
5-5 FUEL BOOST Switch ............................................................................................. 5-5
5-6 Fuel Flow and Quantity Indicators .......................................................................... 5-6
TABLES
Table Title Page
5-1 Approved Fuel Grades ............................................................................................. 5-8
5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter presents information on the fuel system of the Cessna Caravan 208
G1000. A single integral fuel tank in each wing stores fuel. The fuel distribution sys-
tem provides fuel to the engine from either or both tanks. Warnings and indications
are provided for safety.
GENERAL
5 FUEL SYSTEM
The aircraft fuel system includes two vented, f irewall shutoff valve, a fuel f ilter, an oil-to-
integral fuel tanks with shutoff valves, a fuel- fuel heater, an engine-driven fuel pump, a fuel
selector-off warning system, a fuel reservoir, control unit, a flow divider, dual manifolds, and
an ejector fuel pump, an electric auxiliary 14 fuel nozzle assemblies (Figure 5-1).
boost pump, a reservoir manifold assembly, a

5-2 5 FUEL SYSTEM
FUEL
MANIFOLD
FLOW
DIVIDER/
FUEL CAN DUMP VALVE
AND DRAIN
VENT
FUEL FLOW

TRANSDUCER
FUEL
CONTROL
UNIT
ENGINE DRIVEN
FUEL PUMP
FUEL FILTER
BYPASS FUEL
INDICATOR HEATER
LEGEND
CONTROL/BIAS PRESSURE FUEL
FILTER
VENT
MOTIVE FLOW PRESSURE FIREWALL
FIREWALL
SHUTOFF
BOOST PUMP PRESSURE VALVE VENT
BYPASS/DRAIN FUEL
GRAVITY/SUCTION
RESERVOIR P
FUEL INSIDE TANK
MANIFOLD
BOOST/EJECTOR PUMP FUEL ASSEMBLY
BOOST PUMP
MAIN EJECTOR
PUMP RESERVOIR
LOW-FUEL SENSOR
FUEL QUANTITY FUEL QUANTITY
TRANSMITTERS TRANSMITTERS
FUEL DRAIN
RESERVOIR
FUEL CAP FUEL CAP
SHUTOFF
VALVES
LEFT FUEL TANK RIGHT FUEL TANK
FUEL LOW FUEL LOW
SWITCH SWITCH
FUEL SWITCH
SHUTOFF
VENT WITH VALVES VENT WITH
FUEL DRAINS FUEL DRAINS
FLOAT VALVE FLOAT VALVE
AND PRESSURE AND PRESSURE
RELIEF VALVE RELIEF VALVE
Figure 5-1. Fuel System

comes blocked with foreign material, the

WARNING f ilter begins bypassing fuel, and a red f il-
ter bypass flag on the top of the f ilter extends
Unusable fuel levels for this aircraft upward (Figure 5-2).
were determined according to federal
aviation regulations. Failure to oper-
ate the aircraft in compliance with the
“Fuel Limitations” specif ied in
Section 2 of the Pilot’s Operating
Handbook or Airplane Flight Manual
(POH/AFM) can further reduce the
amount of fuel available in flight.
DESCRIPTION
Fuel flows from the tanks through the two
fuel tank shutoff valves at each tank. Fuel
flows by gravity from the shutoff valves in
each tank to the fuel reservoir. The reser-
voir is at the low point in the fuel system,
which maintains a head of fuel around the
ejector pump and boost pump in the reser- Figure 5-2. Fuel Filter Bypass Flag
voir. The head of fuel prevents pump cav-
i t a t i o n i n l ow f u e l q u a l i t y s i t u a t i o n s ,
especially during in-flight maneuvering. Fuel from the f ilter is routed through the oil-
to-fuel heater to the engine-driven fuel pump,
Reservoir fuel is pumped by the ejector pump where the pressurized fuel is delivered to the
or by the electric auxiliary boost pump to the fuel control unit. The fuel control unit meters
reservoir manifold. The ejector pump, which the fuel and directs it to the flow divider, which
is driven by motive fuel flow from the fuel distributes the fuel to the dual manifolds and
control unit, normally provides fuel flow 14 fuel nozzles in the combustion chamber.
during engine operation. If the ejector pump
fails, then the electric pump starts automat- Fuel rejected by the engine on shutdown drains
ically, thereby supplying fuel to the engine- into a f ireproof fuel can on the front left side
driven pump. of the f irewall.
The boost pump supplies fuel flow during Vent lines with check valves from each fuel
starting. Fuel in the reservoir manifold flows tank vent the fuel system. The vent lines
through a fuel shutoff valve on the aft side protrude from the trailing edge of the wing
of the f irewall. The shutoff valve allows the at the wingtips. The fuel reservoir is vented
pilot to stop all fuel flow to the engine. to both wing tanks. The fuel vent system
must be operational for flight. Complete
After passing through the shutoff valve, fuel blockage causes decreased fuel flow and
is routed through a fuel f ilter on the front eventual engine stoppage.
side of the f irewall. If the fuel f ilter be-
5 FUEL SYSTEM

COMPONENTS
DRAIN VALVES
Drain valves are on:
• Lower surface of each wing at the in-
board end of the fuel tank
• Left side of the cargo pod for pod-
equipped aircraft
• Underside of the fuselage if the cargo
pod is not installed Figure 5-3. FUEL TANK SELECTORS
Levers
The drain valves for the wing tanks are exter-
nally flush-mounted, tool-operated poppet Each selector mechanically controls the posi-
valves. tion of two fuel tank shutoff valves at each
wing tank.
FUEL PUMPS
The fuel reservoir has an ejector pump and a FUEL SHUTOFF PULL OFF
boost pump. The ejector pump is driven by KNOB
motive flow fuel and provides fuel flow dur-
ing normal engine operation. The boost pump The manual f irewall fuel shutoff valve is con-
operates for engine starting and when fuel trolled by a red FUEL SHUTOFF PULL OFF
pressure drops below 4.75 psi. It is controlled push-pull knob on the right side of the pedestal
by the FUEL BOOST switch. (Figure 5-4). The knob has a press-to-release
FUEL FILTER
Raw fuel flowing to the powerplant is f iltered
to remove contaminant particles, which can
stop the engine. The fuel f ilter has a bypass
mechanism that reroutes fuel around the f il-
ter if the f ilter becomes clogged.
CONTROLS AND
INDICATIONS
FUEL TANK SELECTORS
LEVER
Left and right FUEL TANK SELECTORS are
5 FUEL SYSTEM
on the overhead panel; each has ON and OFF

positions (Figure 5-3).
Figure 5-4. FUEL SHUTOFF PULL
OFF Knob

button in the center that locks the knob in po- switch is positioned to OFF, the fuel boost
sition when the button is released. pump is inoperative.
When the switch is positioned to NORM,

FUEL BOOST SWITCH the pump is armed and operates when fuel
The FUEL BOOST switch is on the left side- pressure in the fuel manifold assembly drops
wall switch panel (Figure 5-5). The switch has below 4.75 psi. The NORM position is used
OFF, NORM, and ON positions. When the for all normal engine operations in which
main fuel is provided by the ejector pump and
the boost pump is used as a standby. An
a m b e r F U E L B O O S T O N c r ew a l e r t i n g
system (CAS) message indicates that the
boost pump is cycling on and off when the
switch is positioned to NORM.
When the switch is positioned to ON, the boost

pump operates continuously. The ON position
is used for engine start.
AUDIO ALERTS
A single chime sounds if either or both FUEL
TANK SELECTOR controls are positioned
to OFF. The aural alert system is powered
through the START CONT circuit breaker
a n d h a s i t s ow n n o n p u l l a bl e F U E L S E L
WARN circuit breaker.
FUEL FILTER BYPASS FLAG

A red filter bypass flag is on top of the fuel fil-
ter. The extended red flag indicates that the fuel
filter is clogged and that raw fuel is entering the
powerplant. The flag remains up until reset by
a maintenance technician. The flag must not be
reset by the pilot.
FUEL FLOW INDICATION

A f u e l f l ow i n d i c a t i o n b e n e a t h t h e f u e l
quantity gauges indicates fuel consump-
tion in pounds per hour based on Jet A fuel
(Figure 5-6). Fuel flow is measured down-
stream of the fuel control unit before the
fuel is routed to the flow divider. The fuel
5 FUEL SYSTEM
flow indication receives power from a F

FLOW NG and NP and PROP RPM circuit
breaker on the CB panel.
Figure 5-5. FUEL BOOST Switch

WARNING
The accuracy of the fuel quantity in-
dicator is affected in flight by unco-
ordinated flight, or on the ground
by a sloping ramp. To obtain an ac-
curate reading on the ground, verify
that the aircraft is parked in a later-
ally level condition. To do so in
flight, verify that the aircraft is in a
coordinated, stable condition.
CAS MESSAGES
RSVR FUEL LOW (red)—Appears when the
reservoir fuel level drops to approximately
one-half full.
WARNING
The reservoir tank holds only enough
fuel for 90 seconds of engine opera-
tion at maximum continuous power
Figure 5-6. Fuel Flow and Quantity after the RSVR FUEL LOW CAS
Indicators message appears.
FUEL QUANTITY INDICATION L and/or R FUEL LOW (amber) (one for each
wing tank)—Appears on each PFD when the
Fuel quantity is measured by four fuel quan- respective wing tank has 25 gallons or less of
tity transmitters (two in each tank) and indi- usable fuel.
cated on the engine indicating strip (EIS) on
the multifunction display (MFD) (Figure 5-6). FUEL BOOST ON (amber)—Appears when
the boost pump cycles on and off.
The fuel quantity indications display volume
in pounds (based on the weight of Jet A fuel FUEL PRESS LOW (amber)—Appears when
on a standard day) and gallons. fuel pressure in the reservoir fuel manifold as-
sembly is below 4.75 psi.
A red line and the letter E indicate an empty
tank. When the indicator shows an empty tank,
approximately 2.5 gallons of unusable fuel
remain in the tank. OPERATION
The fuel quantity indicators receive power PREFLIGHT
from the LEFT FUEL QTY and RIGHT
5 FUEL SYSTEM
FUEL QTY circuit breakers on the left side- Fuel Selectors

wall CB panel.
Either the left or right fuel tanks or both tanks
can be selected at the same time. Normal op-

eration is with both tanks on. For starting, Pulling the knob out drains the reservoir out
both tanks must be on. of the rear fuel drain pipe next to the drain
valve. On aircraft with no optional pod, the
Positioning a selector to OFF stops fuel from reservoir drain valve includes a flush-mounted
the respective wing tank to the reservoir tank. poppet valve, which when pressed and then
Normal fuel management is with both fuel se- turned, locks the valve open, if required. The
lectors ON. indicator indicates if the aircraft is parked
with one wing low. Draining the outboard
With the FUEL TANK SELECTOR switches valve on the low wing is recommended.
both positioned to OFF, it is possible to start,
taxi, or take off before the reservoir tank fuel If contamination is detected, drain all fuel drain
is exhausted. points again. Take repeated samples from all fuel
drain points until all contamination has been re-
Before refueling or when the aircraft is parked moved. If, after repeating the sampling, evi-
on a slope, move either or both fuel selectors dence of contamination still exists, drain the fuel
positioned to OFF. If only one tank is turned tanks completely and clean the fuel system. Do
off when parked on a slope, select the higher not fly the aircraft with contaminated or unap-
wing tank to the OFF position. Doing so pre- proved fuel.
vents crossfeeding between tanks and reduces
fuel seepage from the wing tank vents. WARNING
JP-4 and other naphtha-based fuels
Fireproof Fuel Can can cause severe skin and eye irri-
tation.
Drain the f ireproof fuel can once daily during
preflight inspection, or at least after six engine
shutdowns. A drain valve on the bottom left
of the cowling enables draining of the fuel LIMITATIONS
can contents into a suitable container. If the
fuel is not drained regularly, the can over- FUEL QUANTITY INDICATIONS
flows its contents overboard.
Red line
(minimum)......................E (3.6 U.S. gallons;
Fuel Drains 2.8 gallons per tank)
Before each flight and after each refueling,
use a clear sampler and drain fuel from the
inboard fuel tank sump quick-drain valves, APPROVED FUEL GRADES
fuel reservoir quick-drain valve, and fuel f il- (SPECIFICATIONS)
ter quick-drain valve. The sampler deter-
Refer to Table 5-2 for approved fuel grades.
mines whether contaminants are present and
if the aircraft is fueled with the proper fuel.
Aviation Fuel
The wing tank drain valves are opened and
closed by pressing on the valve with a Phillips All grades of military and commercial avia-
screwdriver. On pod-equipped aircraft the reser- tion gasoline are restricted to emergency use.
voir drain valve is controlled by a double-but- Do not use such fuel for more than 150 hours
ton, push-pull, drain control knob. in one overhaul period. A mixture of one part
5 FUEL SYSTEM
aviation gasoline and three parts of Jet A, Jet

A-1, JP-1, or JP-5 can be used for emergency
purposes for a maximum of 450 hours per
overhaul period.

Table 5-1. FUEL CAPACITIES
TOTAL FUEL 335.6 U.S. GALLONS (167.8 GALLONS PER TANK)
USABLE FUEL 332.0 U.S. GALLONS (165.0 GALLONS PER TANK)
UNUSABLE FUEL 3.6 U.S. GALLONS (2.8 GALLONS PER TANK)
Approved Fuel Additives Kathon ® FP1.5 additives are permitted for

use in certain conditions. Refer to Section 8
The aircraft requires that either ethylene gly- of the POH/AFM for additional information.
col (EGME) or diethylene glycol monomethyl
ether be incorporated or added to the fuel dur-
ing refueling as an anti-icing additive. Fuel Capacity
Refer to Table 5-1 for fuel capacities.
CAUTION
JP-4 and JP-5 fuel per MIL-T-5624 NOTE
and JP-8 fuel per MIL-T-83133A con-
tain the correct premixed quantity of To achieve full fuel tank capacity
approved anti-icing fuel additive. Do f ill the tank to the top of the f iller
not add additional anti-ice compounds. neck. Filling fuel tanks to the bot-
tom of the fuel f iller collar (level
with flapper valve) allows space
If additional anti-static protection is desired, for thermal expansion, decreasing
the additive Dupont® Stadis 450 is approved fuel capacity by 4 gallons per side
for use. If additional biocidal protection is (8 gallons total).
desired, the additives Sohio Biobor JF or
Table 5-2. APPROVED FUEL GRADES
MINIMUM FUEL TEMPERATURE

FUEL GRADE SPECIFICATIONS
FOR TAKEOFF
JET A ASTM-D1655 –35° C
JET A-1 ASTM-D1655 –40° C
JET B ASTM-D1655 –45° C
JP-1 MIL-L-5616 –35° C

5 FUEL SYSTEM
JP-4 MIL-T-5624 –54° C
JP-5 MIL-T-5624 –40° C
JP-8 MIL-T-83133A –40° C
AVIATION GASOLINE (ALL GRADES) –54° C

Fuel Limitations ing system is deactivated. If either fuel tank

selector is positioned to OFF during engine
With low fuel reserves, indicated by an amber start, then position the selector to ON.
L and/or R FUEL LOW CAS message, con-
tinuous uncoordinated flight with the slip-
skid indicator more than one-quarter bar out FUEL SYSTEM FAILURE OR
of the center position is prohibited. Unusable FUEL FLOW INTERRUPTION
fuel quantity increases when more severe
sideslip is maintained. Because of possible If the main ejector pump f ails when the
fuel starvation, maximum full rudder sideslip FUEL BOOST switch is positioned to
duration time is 3 minutes.Maximum fuel im- NORM, then a pressure switch activates
balance in flight is 200 lbs. the amber FUEL PRESS LOW CAS mes-
sage and the boost pump when fuel pressure
For additional limitations of this aircraft, refer drops below 4.75 psi.
to the POH/AFM.
If the reservoir fuel level drops to one-half full,
then the red RSVR FUEL LOW CAS message
appears. Immediately position both FUEL
EMERGENCY/ TANK SELECTOR switches to ON, and then
ABNORMAL position the IGNITION and the FUEL BOOST
switches to ON.
FUEL TANK SELECTED OFF If the RSVR FUEL LOW CAS message ap-
DURING ENGINE START pears steady, and usable fuel in the wing tanks
is indicated, then monitor engine indications
The fuel-selector-off warning system func- and the amber FUEL PRESS LOW CAS mes-
tions as follows with the battery on: sage for signs of fuel starvation. Land as soon
• If both fuel tank shutoff valves are closed as possible, and then determine the cause of
and one of the avionics power switch is the RSVR FUEL LOW CAS message.
on, then the red FUEL SELECT OFF
CAS message appears and an warning WARNING
horn is activated.
• If either fuel tank shutoff valve closes If fuel starvation is indicated, prepare
during engine start (STARTER switch for a forced landing as described in
positioned to START or MOTOR), then the Emergency Landing Without
the red FUEL SELECT OFF CAS mes- E n g i n e Powe r p r o c e d u r e i n t h e
sage appears and both warning horns POH/AFM.
are activated.
• If one fuel selector is positioned to OFF For specif ic information on emergency/ab-
and fuel remaining in the tank being normal procedures, refer to the POH/AFM.
used is less than 25 gallons, then the red
FUEL SELECT OFF CAS message ap-
pears and an warning horn is activated.
If the FUEL SEL WARN circuit breaker trips

5 FUEL SYSTEM
or the START CONT circuit breaker is pulled,

then the FUEL SELECT OFF CAS message
appears but no warning horn is activated, even
if both fuel selectors are positioned to ON. The
warning indicates that the fuel selector warn-

QUESTIONS
1. Fuel flows from the wing tanks to the 6. The fuel-selector-off warning system
reservoir tank by: sounds when:
A. Fuel boost pump pressure A. Both left and right fuel tank shutoff
B. Ejector pump pressure valves are closed.
C. Gravity B. Either the left or right fuel tank shut-
D. Fuel control unit pressure off valves are closed during an en-
gine start operation.
C. One fuel selector is at OFF and fuel
2. Fuel is pumped from the reservoir tank remaining in the tank being used is
primarily by the: less than 25 gallons.
A. Main ejector pump D. All of the above.
B. Boost pump
C. Engine-driven fuel pump 7. The auxiliary fuel boost pump switch:
D. Fuel control unit A. Is positioned to NORM during all nor-
mal engine operations
3. If the fuel filter becomes blocked: B. Is positioned to OFF except in emer-
A. Fuel starvation occurs and the engine gency fuel situations
stops. C. Is positioned to ON at all times to
B. A CAS message appears. prevent fuel starvation
C. The red fuel f ilter bypass flag ap- D. Is positioned to OFF during all nor-
pears. mal engine operations
D. The fuel f ilter bypass horn sounds.
4. Fuel rejected during engine shutdown:

A. Drains onto the ground from the man-
ifold
B. Drains into a f ireproof fuel can on
the f irewall
C. Drains into the reservoir tank
D. Is pumped into the left wing tank
5. The two FUEL TANK SELECTOR knobs

on the overhead panel:
A. Are both normally ON in flight
B. Are both normally OFF during refu-
eling
C. Are OFF during ground operations
D. Both A and B
5 FUEL SYSTEM

6 AUXILIARY POWER
SYSTEM
The information normally contained in this chapter
is not applicable to this particular aircraft.
CHAPTER 7
POWERPLANT
CONTENTS
Page
7 POWERPLANT
INTRODUCTION................................................................................................................... 7-1
GENERAL .............................................................................................................................. 7-1
MAJOR SECTIONS ............................................................................................................... 7-2
Reduction Gear................................................................................................................ 7-2
Exhaust ............................................................................................................................ 7-2
Turbine............................................................................................................................. 7-2
combustor ........................................................................................................................ 7-2
Compressor...................................................................................................................... 7-2
Air Intake......................................................................................................................... 7-2
Accessory Drive .............................................................................................................. 7-2
ENGINE SYSTEMS ............................................................................................................... 7-2
Engine Lubrication System ............................................................................................. 7-2
Ignition System................................................................................................................ 7-6
Air Induction System....................................................................................................... 7-6
Inertial Separator System ................................................................................................ 7-6
Engine Fuel System......................................................................................................... 7-8
Starting System ............................................................................................................. 7-11
Engine Fire Detection System....................................................................................... 7-11
COMPONENTS ................................................................................................................... 7-11
Chip Detectors............................................................................................................... 7-11
Propeller ........................................................................................................................ 7-12

CONTROLS AND INDICATIONS...................................................................................... 7-14

CABIN HEAT FIREWALL SHUTOFF PULL OFF Knob .......................................... 7-14
Engine Controls............................................................................................................. 7-14
Engine Instrument System ............................................................................................ 7-16
Engine Monitoring System ........................................................................................... 7-18
7 POWERPLANT
OPERATION ........................................................................................................................ 7-21

New Engine Break-in and Operation ............................................................................ 7-22
Engine Ignition.............................................................................................................. 7-22
Engine Shutdown .......................................................................................................... 7-22
LIMITATIONS...................................................................................................................... 7-22
Engine............................................................................................................................ 7-22
Powerplant Instrument Markings .................................................................................. 7-23
Placards ......................................................................................................................... 7-23
Propeller ........................................................................................................................ 7-23
Oil.................................................................................................................................. 7-23
EMERGENCY/ABNORMAL.............................................................................................. 7-24
Hot Starts....................................................................................................................... 7-24
Engine Failure During Takeoff Roll.............................................................................. 7-25
Engine Failure Immediately After Takeoff.................................................................... 7-25
Engine Failure During Flight ........................................................................................ 7-26
Engine Flameout During Flight .................................................................................... 7-27
Airstart Starter Assist .................................................................................................... 7-27
Airstart No Starter Assist .............................................................................................. 7-27
QUESTIONS ........................................................................................................................ 7-29

ILLUSTRATIONS
Figure Title Page
7-1 Major Sections ......................................................................................................... 7-3
7-2 Oil System Schematic.............................................................................................. 7-4
7-3 Oil Dipstick/Filler Cap ............................................................................................ 7-5
7 POWERPLANT
7-4 Oil Dipstick Markings ............................................................................................. 7-5
7-5 IGNITION and STARTER Switches....................................................................... 7-6
7-6 INERTIAL SEPARATOR Handle and Indications.................................................. 7-7
7-7 Oil-to-Fuel Heater.................................................................................................... 7-9
7-8 Engine Fuel System............................................................................................... 7-10
7-9 TEST Switch......................................................................................................... 7-11
7-10 Propeller System (Cruise) ..................................................................................... 7-13
7-11 Engine Controls ..................................................................................................... 7-14
7-12 Engine and System Indications ............................................................................. 7-16
7-13 OVERSPEED GOVERNOR PUSH TO TEST Switch ......................................... 7-18
7-14 Engine Air Intake................................................................................................... 7-21
7-15 Instrument Placard................................................................................................. 7-23

CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
This chapter describes the powerplant on the Cessna Caravan 208 G1000. The follow-
ing associated powerplant monitoring and operating systems are discussed: lubrication,
ignition, air induction, fuel, starting, propeller, engine controls, and engine instruments.
GENERAL
T h e a i r c r a f t i s p owe r e d by a P r a t t a n d are driven by the compressor turbine with a
Whitney of Canada PT6A-114A powerplant. coupling shaft that extends the drive through
It is a free-turbine engine that uses two in- a conical tube in the oil tank center section.
dependent turbines: one driving a compres-
sor in the gas generator section and one An internal tank contains the main portion of
driving a reduction gear for the propeller. the engine oil supply. The tank, which forms part
The powerplant is rated at 675 hp. of the compressor inlet case, has a capacity of
9.5 U.S. quarts and includes a dipstick and drain
All engine-driven accessories, except for the plug. Total oil system capacity, including tank,
propeller tachometer-generator and propeller engine sumps, lines, and filter, is 14 U.S. quarts.
governors, are on the accessory gearbox (AGB)
at the rear of the engine. The engine accessories

MAJOR SECTIONS 114A engine. The power turbine is on a shaft

that extends forward to drive the reduction
For descriptive purposes, the engine is di- gear.
vided into seven major sections (Fig u re
7-1) from front to rear, as follows: The gas generator turbine is on a shaft that ex-
tends aft to drive the compressor and the ac-
• Reduction gear cessory gear.
• Exhaust
• Turbine COMBUSTION
7 POWERPLANT
• Combustor The combustion section includes a plenum

and a reverse-flow combustion chamber. The
• Compressor combustion chamber has two igniter plugs
• Air intake and 14 equally spaced fuel nozzles.
• Accessory drive
COMPRESSOR
REDUCTION GEAR The compressor section has three axial com-
pressor wheels and one centrifugal wheel.
The reduction gear is a two-stage plane- All of the wheels are on the gas generator
tary gear, enclosed in a case forming the turbine rotor shaft extending aft to drive the
front of the engine. The planetary gear re- accessor y gear.
duces the high r pm/low torque of the power
turbine to the low rpm/high torque required
by the propeller. AIR INTAKE
The planetary gear also drives the propeller The air intake section is circumferential and
tach generator, the propeller governor, and aft of the compressor. The intake plenum turns
the propeller overspeed governor. A conven- the air 180° forward toward the compressor.
tional torquemeter in the reduction gearcase A circular screen surrounds the engine inlet
provides cockpit indication of the power de- area. Airflow is directed to the engine air in-
livered to the propeller. take by the ram-air inlet scoop on the nacelle.
EXHAUST ACCESSORY DRIVE

The exhaust section (aft of the reduction gear) The accessory drive section forms the aft part
includes an annular exit plenum, a heat-re- of the engine and contains the reduction gear
sistant cone, and an exhaust port at the 4 o’- for the engine-driven accessories.
clock position on the engine.
TURBINE ENGINE SYSTEMS

The turbine section includes a single-stage ENGINE LUBRICATION
power turbine (propeller turbine ) and a sin-
gle-stage gas generator turbine (compressor SYSTEM
turbine). The turbines are in the combustor The lubrication system includes a pressure
and contribute to the short length of the PT6A- system, a scavenge system, and a breather sys-

7 POWERPLANT
Figure 7-1. Major Sections
7-4 7 POWERPLANT
LEGEND
SUPPLY OIL
SCAVANGE OIL
SUMP OIL

DRAIN OIL
BREATHER OIL
TO PROPELLER
INTEGRAL OIL TANK

CAPACITY 9.5 QUARTS
OIL FILTER
AND CHECK
VALVE
CHIP
CHIP DETECTOR
DETECTOR
Figure 7-2. Oil System Schematic

tem (Figure 7-2). The main components of the

lubrication system include:
• Integ ral oil tank at the back of the
engine
• Oil pressure pump at the bottom of the OIL TANK
oil tank FILLER CAP
• Internal double-element scavenge pump
in the accessory gear box (AGB)
7 POWERPLANT
• External double-element scavenge pump
on the back of the accessory case
MAX. HOT
• Oil-to-fuel heater on the top rear of the
accessory case DIPSTICK
• Internal oil f ilter on the right side of
the oil tank
• Oil cooler on the right side of the nose
cowl
MAX. COLD°
An oil dipstick/f iller cap is at the left rear of
the engine and is accessible when the left side
of the upper cowling is raised (Figure 7-3). The
oil tank capacity is 9.5 U.S. quarts. Total sys-
tem capacity is 14 U.S. quarts. The top 5 quarts IMPERIAL LITERS
are measured by the dipstick (Figure 7-4). QUARTS
Maintain the oil level to within 1.5 quarts of 0.833 0.95
1
MAX HOT or MAX COLD as appropriate.
1.66 1.90
2
2.49 2.85
4 US QUARTS 3
3.32 3.80
Figure 7-3. Oil Dipstick/Filler Cap Figure 7-4. Oil Dipstick Markings

NOTE The ON position provides continuous igni-

tion regardless of the STARTER switch posi-
To obtain an accurate oil reading, tion. The ON position is used for:
check the oil either within 10 min-
utes after engine shutdown while the • Airstarts without starter assist
oil is hot (MAX HOT mark) or be- • Operation on water-covered runways
fore the f irst flight of the day while
the oil is cold (MAX COLD mark). • Flight during heavy precipitation
If engine oil still is warm 10 minutes • Inadvertent icing encounters until the in-
after engine shutdown, perform an ertial separator has been in bypass for 5
7 POWERPLANT
engine dr y motoring r un before minutes

checking the oil level.
• Operations using the emergency power
lever
IGNITION SYSTEM • Near fuel exhaustion, indicated by a
Two igniters in the engine combustion cham- RSVR FUEL LOW crew alert system
ber provide engine ignition. The igniters are (CAS) message
energized by the ignition exciter on the right
side of the engine compartment. Electrical A white IGNITION ON CAS message appears
energy from the ignition exciter is transmit- when electrical power is applied to the ignit-
ted through two high-tension leads to the ig- ers. The ignition system is protected by an
n i t e r s . T h e i g n i t i o n s y s t e m n o r m a l ly i s IGN circuit breaker on the CB panel.
energized only during engine start.
Ignition is controlled by an IGNITION and

AIR INDUCTION SYSTEM
STARTER switches on the left sidewall switch The engine air inlet is at the front of the en-
panel (Figure 7-5). The IGNITION switch has gine nacelle left of the propeller spinner. Ram
an ON and NORM position. The NORM po- air entering the inlet flows through ducts into
sition arms the ignition system for initiation an inertial separator system and then through
when the STARTER switch is positioned to a circulator plenum chamber into the engine.
START. In the plenum chamber, guide vanes direct the
airflow into the compressor inlet, which has
Use the NORM position during all ground a screen to prevent entry of large particles
starts and during airstarts with starter assist. into the compressor.
INERTIAL SEPARATOR
SYSTEM
An inertial separator system in the engine air
inlet duct prevents moisture from entering
the compressor air inlet plenum when in by-
pass mode. The inertial separator includes
two movable vanes and a f ixed airfoil, which
during normal operation route the inlet air
through a gentle turn into the compressor air
inlet plenum (Figure 7-6).
Figure 7-5. IGNITION and STARTER

Switches

7 POWERPLANT
Figure 7-6. INERTIAL SEPARATOR Handle and Indications
BYPASS
NORMAL
When separation of moisture particles is de- ENGINE FUEL SYSTEM

sired, the vanes are positioned so the inlet air
is forced into a sharp turn in order to enter the The engine fuel system includes:
inlet plenum. The sharp turn separates mois- • Oil-to-fuel heater
ture particles from the inlet air and discharges
the moisture overboard through the inertial • Engine-driven fuel pump
separator outlet in the left side of the cowling. • Fuel control unit
Inertial separator operation is controlled by the • Flow divider and dump valve
INERTIAL SEPARATOR handle on the lower
7 POWERPLANT
• Dual fuel manifold with 14 simplex

instrument panel. Engaging the handle results nozzles (10 primary and four second-
in a slight drop in torque and in movement of ary)
the torque bug. Use the BYPASS position
when flying through visible moisture such as • Two fuel drain lines
clouds, rain, snow, and ice crystals with an out-
side air temperature (OAT) of (41°F or 5°C) The system provides fuel flow to satisfy en-
or lower. gine speed and power demands. Fuel from the
aircraft reservoir is delivered to the oil-to-
Use the BYPASS position for ground oper- fuel heater (Figure 7-7), which uses heat from
ation or takeoff from dusty or sandy condi- the engine lubricating oil system to preheat the
tions to minimize intake of foreign particles fuel in the fuel system (Figure 7-8).
into the c o m p r e s s o r. Use the
NORMAL–PUSH position for all other A fuel temperature-sensing oil bypass valve
operations. regulates fuel temperature by allowing oil ei-
ther to flow through the heater circuit or to by-
To lock the handle in the NORMAL posi- pass it to the engine oil tank.
tion rotate the handle clockwise one quar-
ter turn to its vertical position. To unlock Fuel from the oil-to-fuel heater then enters
the handle, push it forward slightly, rotate the engine-driven fuel pump chamber. The
the handle 90° counterclockwise, and then pump is on the AGB at the 2 o’clock posi-
p u l l t h e h a n d l e i n t o t h e B Y PA S S tion and has an inlet screen and an outlet f il-
position.When in this position the airload ter, which allow fuel bypass if a blockage
on the movable vanes maintains the vane po- occurs.
sition.
The fuel control unit includes:
NOTE • Fuel metering section
When moving the INERTIAL SEP- • Temperature-compensating section
ARATOR handle from BYPASS to • Gas generator pneumatic governor
NORMAL during flight, reduce en-
gine power to reduce the control The fuel control unit determines the fuel sched-
forces. Maintain a f irm grip on the ule, which provides the power required as estab-
handle when operating to prevent lished by the power lever input. The fuel
the separator vanes from slamming scheduling is accomplished by controlling the
from one position to another under compressor turbine speed.
airload force.
When the fuel cutoff valve in the fuel control
unit closes during engine shutdown, both pri-
mary and secondary manifolds are connected

FUEL INLET

FUEL
OUTLET
THERMAL ELEMENT
OIL INLET OIL OUTLET
PUSHROD
OPEN
SLEEVE VALVE
FUEL
OUTLET
LEGEND
WARMED FUEL
ENGINE OIL
COLD FUEL
OIL INLET OIL OUTLET
OPEN
7-9
Figure 7-7. Oil-to-Fuel Heater
7 POWERPLANT
7-10 7 POWERPLANT
ENGINE FUEL SYSTEM BLOCK DIAGRAM
FLOW DIVIDER
&
DUMP VALVE
TO FLOW
FUEL DIVIDER

FUEL
CONTROL UNIT
FUEL
SHUTOFF
PX A IR P Y A IR FUEL VALVE
MOTIVE FLOW
RETURN TO
FUEL RESERVOIR
ENGINE-DRIVEN TANK
Ng GOVERNOR FUEL PUMP METERING
VALVE
TO
Nf GOV.
FUEL
FUEL MOTIVE FLOW

HEATER RETURN TO GOV.
P 3 A IR BELLOWS
RESERVOIR
TANK
ACCEL.
BELLOWS
(EVACUATED)
TO
LEGEND EMERGENCY
POWER LEVER Px Py
HIGH PRESSURE FUEL
METERED FUEL FROM
MOTIVE FLOW RETURN FUEL Ng
PX AIR GOVERNOR
PY AIR FUEL SUPPLY
(FROM FUEL PUMP)
Figure 7-8. Engine Fuel System

to a dump valve port. Residual fuel in the man- less the IGNITION switch is in the NORM
ifolds drains into the fuel can on the f irewall, position. This prevents unintentional engine
where it is drained daily or after no more than motoring with the ignition on. Starter contac-
six engine shutdowns. t o r o p e r a t i o n i s i n d i c a t e d by a n a m b e r
STARTER ON CAS message.
STARTING SYSTEM
ENGINE FIRE DETECTION
The starting system includes a starter-gener-
a t o r, a S TA RT E R sw i t c h , a n d a n a m b e r SYSTEM
STARTER ON CAS message.
7 POWERPLANT
The engine f ire detection system includes a
heat sensor in the engine compartment, a red EN-
The starter-generator functions as a motor for GINE FIRE CAS message, and a warning horn
engine starting and motors the gas generator above the pilot. A TEST switch is on the left side
section until 46% Ng is reached, at which time of the pilot primary flight display (PFD) (Figure
the start cycle terminates. 7-9). When the switch is toggled to the FIRE DE-
TECT position, the red ENGINE FIRE CAS
The star ter-generator is controlled by a message appears and the warning horn sounds,
t h r e e - p o s i t i o n S TA RT E R sw i t c h o n t h e indicating that the fire warning circuitry is op-
left sidewall switch panel (see Figure 7- erational. The system is protected by a FIRE
5 ) . T h e s w i t c h h a s O F F, S TA RT, a n d DET circuit breaker on the CB panel.
MOTOR positions.
The OFF position deenergizes the ignition and

starter circuits and is in the normal position at
all times except during engine start.
The START position energizes the starter-

generator, which rotates the gas generator por-
tion of the engine for starting. The START
position also energizes the ignition system
when the IGNITION switch is in the NORM
position.
When the engine has started, the starter switch Figure 7-9. TEST Switch
must be manually positioned to OFF to deen-
ergize the ignition system and to activate the
generator system.
COMPONENTS
The MOTOR position motors the engine
without having the ignition circuit ener-
gized and is used for motoring the engine CHIP DETECTORS
when an engine start is not desired. Engine Two chip detectors are on the engine: one on
motoring is used for clearing fuel from the the underside of the reduction gearbox case and
engine, washing the engine compressor, one on the underside of the AGB case. The chip
etc. The MOTOR position is spring-loaded detectors drive an amber CHIP DETECT CAS
to the OFF position. message, which appears when metal chips are
detected in either gearbox. This message in-
An interlock between the MOTOR position dicates a need for an engine inspection for
of the STARTER switch and the IGNITION abnormal wear.
switch prevents the starter from motoring un-

PROPELLER matic N f governor. The propeller governor op-

erates in f ive modes:
The aircraft has an all metal or optional com-
posite-material, three-bladed, constant-speed, • Underspeed
full-feathering, reversible, single-acting, gov- • Onspeed
ernor- regulated propeller. A setting intro-
duced into the governor with the propeller • Overspeed
control lever establishes the propeller speed • Feathering
(Figure 7-10).
• Beta range
7 POWERPLANT
The PROP RPM level is on the center con-

t r o l p e d e s t a l . To f e a t h e r t h e p r o p e l l e r Underspeed
blades, position the control lever to
FEATHER. Counterweights and spring ten- Wi t h t h e P RO P R P M l eve r a t t h e desired
sion twist the propeller blades through high rpm, an underspeed condition occurs
pitch and into the streamlined or feathered wh e n t h e p r o p e l l e r r p m f a l l s b e l ow t h e
position. preselected setting or has not reached the
selected speed.
To unfeather the propeller blades, position
t h e P RO P R P M l e v e r f o r w a r d o f t h e Onspeed
FEATHER gate. The unfeathering system
uses engine oil pressure to force the pro- In an onspeed condition in forward thrust, the
peller out of feather. forces on the engine, propeller, and propeller
governor are in balance. With the PROP RPM
Reversed propeller pitch decreases landing lever at the desired rpm, the propeller blades
ground roll. To accomplish reverse pitch, are at the correct pitch angle to absorb the
the POWER level is retarded beyond IDLE power being developed by the engine.
and well into the BETA range. Maximum re-
verse power is accomplished by retarding
the POWER level to the MAX REVERSE Overspeed
position, which increases power output from With the PROP RPM lever at the desired
the gas generator and positions the propeller r pm, an overspeed condition occurs when
blades at full reverse pitch. the propeller rpm is driven above the prese-
lected speed. Overspeed conditions occur
CAUTION during flight altitude changes or sudden
power lever changes, or rapid changes in at-
To prevent damaging the propeller mospheric condition.
reversing linkage do not move the
POWER lever aft of the IDLE po-
sition when the propeller is feath- Feathering
e r e d o r wh e n t h e e n g i n e i s n o t The propeller governor pilot valve is raised me-
running. chanically to decrease the oil pressure at the
propeller. Under the influence of the return
springs and counterweights, the blades are ro-
Propeller Governor tated to the feathered position.
The propeller governor includes a mechanical
governor, a beta control valve, and a pneu-

REVERSING CAM

NORMAL
GOVERNOR
FUEL CONTROL UNIT

Py AIR
AIR BLEED LINK
PILOT VALVE BETA VALVE

PROPELLER
OVERSPEED TO FROM
GOVERNOR SUMP SUMP
TEST
SOLENOID
VALVE
TO SUMP
LEGEND
PUMP PRESSURE
BYPASS OIL
SUMP/STORAGE OIL
INLET AIR
7-13
Figure 7-10. Propeller System (Cruise)
7 POWERPLANT
BETA Operation is in the cabin return line. The knob normally

is pushed in unless a fire is indicated in the en-
The BETA operation is nongoverning. Oil gine compartment.
pressure to and from the governor is metered
by the beta control valve through a mechani-
cal lever and a feedback ring. If the aircraft is ENGINE CONTROLS
equipped, the red BETA CAS message ap-
pears when BETA range is selected in flight. The engine is operated by four separate con-
trols (Figure 7-11):
• POWER lever
7 POWERPLANT
CONTROLS AND • EMERGENCY POWER lever

INDICATIONS • PROP RPM lever
• FUEL CONDITION lever
CABIN HEAT FIREWALL
SHUTOFF OFF KNOB The POWER and FUEL CONDITION levers
are used to control the engine and the PROP
The CABIN HEAT FIREWALL SHUTOFF RPM lever controls propeller speed and
PULL knob is a push-pull knob on the lower feathering.
right side of the pedestal. When pulled the
knob actuates two firewall shutoff valves to the
off position. POWER Lever
One f irewall shutoff valve is in the bleed-air The POWER lever is connected through
supply line to the cabin heating system and one linkage to a cam in front of the fuel control
unit at the rear of the engine. The POWER
POWER PROPELLER
LEVER CONTROLLER ARM
FUEL CONDITION
LEVER
QUADRANT
FRICTION LOCK
EMERGENCY POWER
LEVER
Figure 7-11. Engine Controls

lever controls engine power, via pneumatic the fuel control unit and the POWER lever
control of the metering valve, from maxi- is ineffective.
mum takeoff power back through idle to full
reverse. A mechanical stop in the lever slot requires the
EMERGENCY POWER lever be moved to the
The lever also selects propeller pitch when in left to clear the stop before it can be moved
the BETA range. The POWER lever has MAX, from NORMAL (full aft) to IDLE.
IDLE, BETA, and MAX REVERSE range po-
sitions. The range from the MAX position
through IDLE allows selection of the desired
NOTE
7 POWERPLANT
engine power. If the EMERGENCY POWER level
is not stowed in the NORMAL posi-
The BETA range enables the pilot to control tion, then the red EMERG PWR LVR
propeller blade pitch from idle thrust back CAS message appears. This precau-
through a zero or no-thrust condition to max- tion is intended to prevent engine
imum reverse thrust. starts if the EMERGENCY POWER
lever is not positioned to NORMAL,
CAUTION which can cause a hot star t or
overtemperature condition.
To prevent damaging the propeller
reversing linkage do not move the CAUTION
POWER lever aft of the IDLE posi-
tion when the propeller is feathered The EMERGENCY POWER lever
or when the engine is not running. and its associated manual override
system is an emergency system and is
used only when a fuel control unit
EMERGENCY POWER Lever malfunctions.
The EMERGENCY POWER lever is linked
to the mechanical override lever on the fuel Inappropriate use of the EMERGENCY
control unit. This lever governs fuel supply to POWER lever can adversely affect engine op-
the engine if a pneumatic malfunction occurs eration and durability. Using the EMER-
in the fuel control unit. G E N C Y P OW E R l e v e r d u r i n g n o r m a l
operation of the POWER lever can cause en-
During engine operation, f ailure of any gine surges or exceedance of interstage turbine
pneumatic signal to the fuel control unit temperature (ITT), N g , and torque limits.
decreases fuel flow to minimum idle (ap-
proximately 48% N g ). The EMERGENCY PROP RPM Lever
POWER lever restores power if such a fail-
ure occurs. The PROP RPM lever is linked to the pro-
peller governor on the top front section of the
The EMERGENCY POWER lever has NOR- engine. The lever controls propeller governor
MAL, IDLE, and MAX positions. When the settings from the MAX rpm position to the full
fuel control unit is operating normally, the FEATHER position.
lever is kept in the NORMAL position (full
aft) and engine power is selected by the The PROP RPM lever has MAX, MIN, and
POWER lever. The range from the IDLE to FEATHER positions. The MAX position,
MAX gover ns engine power and is used which is used when high r pm is desired,
when a pneumatic malfunction occurs in governs the propeller speed at 1,900 r pm.

Th e PRO P R PM lever s ettin g s fr o m t h e ENGINE INSTRUMENT

MAX position to the MIN position permit SYSTEM
selection of the desired engine propeller
r pm for cruise. The engine instrument system (EIS) pro-
vides graphical indications and numeric val-
The FEATHER position is used during nor- ues for engine, fuel, and electrical system
mal engine shutdown to stop rotation of the parameters (Figure 7-12).
power turbine and front engine section. Since
lubrication is unavailable after the gas gen-
erator section of the engine shuts down, ro-
7 POWERPLANT
t a t i o n o f t h e f o r wa r d e n g i n e s e c t i o n i s
undesirable.
Feathering the propeller during engine shut

down minimizes propeller windmilling under
windy conditions. A mechanical stop in the
lever slot requires the PROP RPM lever be
moved to the left to clear the stop before it can
be positioned into or out of FEATHER.
FUEL CONDITION Lever

The FUEL CONDITION lever is linked to a
combined lever and stop mechanism on the fuel
control unit. The lever and stop also function
as an idle stop for the fuel control unit and for
the fuel control unit rod.
The FUEL CONDITION lever controls the

minimum rpm of the gas generator turbine
(N g ) when the POWER lever is positioned to
IDLE. The FUEL CONDITION lever has the
following positions:
• CUTOFF—Shuts off all fuel to the en-
gine fuel nozzles.
• LOW IDLE—Positions the control rod
stop to provide an rpm of 52% N g .
• HIGH IDLE—Positions the control rod
stop to provide an rpm of 65% N g .
Quadrant Friction Lock

A quadrant friction lock on the right side of
the pedestal minimizes creeping of engine
controls once they are set. The friction lock is
a knurled knob that increases friction on the Figure 7-12. Engine and System
engine controls when rotated clockwise. Indications

The EIS is displayed in a vertical strip on the Torque

left side of the PFD during engine starts and
on the multifunction display (MFD) during Torque (TRQ) indication is displayed at the top
normal operation. If either the MFD or PFD of both the ENGINE and SYSTEM pages. The
fails during flight, the EIS is shown on the re- torque is indicated within a round gauge with
maining display. a white pointer (see Figure 7-12). The trans-
mitter senses the difference between the engine
The EIS consists of two pages that are se- torque pressure and the pressure in the engine
lected using the ENGINE softkey. The EN- case and transmits this data to the avionics
GINE page displays indications for: system. Normal operating range is indicated by
7 POWERPLANT
a green arc that extends from 0 to redline. The
• Engine torque red line indication varies from 1,865 to 1,970
• Engine ITT ft-lbs depending on prop rpm.
• Gas generator rpm% For normal cruise flight when prop rpm is be-
• Propeller rpm tween 1,600-1,900, the arc includes a blue
torque bug. The bug indicates maximum al-
• Oil pressure lowed cruise torque per the cruise torque ta-
• Oil temperature bles in Section 5, Limitations, of the Pilot’s
Operating Handbook and the Aircraft Flight
• Fuel quantity Manual (POH/AFM).
• Fuel flow
• Battery amps PROP RPM
• Bus voltage The PROP RPM is indicated numerically
below the gas generator RPM (see Figure 7-
• Anti-ice fluid remaining 12). The digits are white with r pm between
• Propeller amps 0–1,599 r pm, g reen between 1,600–1,900
rpm, and white with a red background when
When the ENGINE softkey is pressed, the SYS- r pm is g reater than 1,901. The instrument
TEM softkey appears next to the ENGINE soft- is electrically operated from the propeller
key. The SYSTEM page displays numerical tachometer-generator on the right, front
values for parameters on the ENGINE page that side of the case.
are shown as indications only. Torque, ITT, Ng%
and N g RPM are displayed identically on the
SYSTEM page. Interstage Turbine Temperature
Interstage turbine temperature (ITT) is in-
The SYSTEM page also provides numerical indicated below the TRQ indication in a round
dication for fuel quantity, fuel totalizer (pounds dial gauge with a white pointer (see Figure
remaining and pounds used), generator amps, 7-12). The gauge displays gas temperature
standby alternator amps, battery amps, bus between the compressor and power turbines.
voltage, anti-ice remaining (gallons of fluid With the engine off or star ting, the ITT in-
and hours remaining), and propeller amps. dication displays a g reen band from
100°–740°C, an amber caution band from
The engine and airframe unit provides data to 766°–805°C, and a red line at 1,090°C. The
the EIS, which displays the data for the EN- gauge is graduated at 100° increments from
GINE page (see Figure 7-12). Engine opera- 600°–1,100°C.
tion is monitored by: torque, ITT, N g %,
propeller RPM, oil pressure, oil temperature, When the engine is r unning, a g reen arc
and fuel flow. indicates nor mal a operating range from

100°–740°C, an amber in color between green, amber, or red in cor-

caution range from 765°–805°C, and a red relation with the pointer and tape (see Figure
line at 805°C. The gauge is graduated at 50° 7-12).
increments from 600°–900°C. The digital
readout flashes red when an overtemperature
situation occurs. OVERSPEED GOVERNOR
PUSH TO TEST Switch
Gas Generator RPM The OVERSPEED GOVERNOR PUSH TO
TEST switch on the left side of the instru-
Gas generator RPM (N g ) is displayed below
7 POWERPLANT
ment panel is used for testing the propeller

ITT on a round dial gauge with a white pointer overspeed gover nor during engine r unup
(see Figure 7-12). The RPM is displayed as a (Figure 7-13). Pressing the switch actuates
percentage of maximum gas generator rpm. a solenoid on the overspeed gover nor that
The instrument is electrically operated from resets the governor at 1,750 r pm.
the gas generator tachometer-generator on the
lower right portion of the accessory case. The To check for proper operation of the overspeed
gauge has tick marks at 0%, 12%, 50%, and gover nor during engine r unup, press the
105%, with a redline at 101.6%. OVERSPEED GOVERNOR PUSH TO TEST
Fuel Flow
Refer to the “Fuel System” section of this
chapter for details on fuel flow indications.
Oil Pressure
Oil pressure (OIL PSI) is displayed as a varied
color tape and 3-digit display on the ENGINE
page (see Figure 7-12). A transducer senses oil
pressure from the accessory case and transmits
the information to the EIS. Figure 7-13. OVERSPEED GOVERNOR
PUSH TO TEST Switch
Normal operation is indicated from 85–105 psi.
Caution is indicated by an amber bar from
40–85 psi. Warning is indicated by red lines switch, and then advance the POWER lever
and red flashing digits at less than 40 psi and until propeller rpm stabilizes. Propeller rpm is
greater than 105 psi. The red OIL PRESS LOW not to exceed 1,750 ± 60 rpm.
CAS message also appears when low oil pres-
sure is detected.
ETM
Oil Temperature The ALTAIR avionics ADAS d system mon-
itors engine operation, including engine pa-
Oil temperature (OIL°C) is displayed as a
r a m e t e r s , i n d i c a t e d a i r s p e e d, p r e s s u r e
varied color tape and 2-digit display on the
altitude, outside air temperature, and parti-
ENGINE page. The oil temperature indica-
cle separator position.
tion is operated by an electrical-resistance
temperature sensor. Normal operation is in-
The system also monitors battery voltage as
dicated between 10°–99°C. Caution is indi-
well as the position of the emergency power
cated by an amber region from –5°C to less
lever and the bleed air cabin heat control valve.
than 10°C and from 100°–104°C. Red lines
The system interface displays alerts for ex-
are included at 41° and 105°C. Digits vary

ceedance of engine operating limits and extensions. (P&WC requires ADAS d for en-
processor faults. gine specif ic TBO extension.)
The ALTAIR system acquires, retrieves, and Additionally, ADAS d can identify the occur-
delivers engine operating data. rence of engine operating parameter events.
The ADASd data allows maintenance personnel
Data acquisition is a function of the ADAS d to evaluate and correct the condition before se-
monitor customized through a conf iguration vere engine damage occurs.
f ile uploaded to the processor.
7 POWERPLANT
Data retrieval is handled by monitor link Components
program (MLP) software in a laptop com- The main components of the ADAS d are a
puter or a Personal Digital Assistant (PDA). processor and a communication port.
The MLP allows uploading of conf iguration
f iles and downloading and viewing of stored Two circuit breakers on the left side of the
data. main power junction box power the system. The
system monitors the outputs for engine inter-
Data delivery is through the Turbine Tracker™ stage turbine temperature (ITT), fuel flow
website. The website provides links to data- transmitter (FFLOW PPH), propeller rpm tach
bases of information for each engine and is ac- generator (PROP RPM), gas generator rpm,
c e s s ibl e a ny ti m e fro m a c o m p u t e r w i t h tach generator (N g ), engine torque, and oil
Internet access. Log data is uploaded to this pressure.
website. After analysis, reports are generated
from the log data and may be viewed as text Since bleed-air extraction, INERTIAL SEPA-
or graphs. Conf iguration f iles are created, ed- RATOR, and EMERGENCY POWER lever
i t e d, a n d m a n a g e d t h r o u g h t h e Tu r b i n e positions affect engine perfor mance, the
Tracker™ website. ADAS d monitors these parameters as well.
All data is collected and monitored from the
The processor memory holds more than avionics system through a digital data bus.
30,000 engine r uns and/or events. When
events are recorded, a time history is stored.
The history is conf igured to record all param- Processor
eters up to two minutes before the event and The processor is under the right side panel in
after the event. the cabin. The processor collects and stores
data from the sensors and engine systems. It
The data is collected automatically by the sys- also interfaces with the avionics system to
tem and stored for retrieval by maintenance display appropriate messages if an engine pa-
personnel using a laptop computer or PDA. The rameter exceedance occurs.
data can be transferred to the Cessna
Designated Analysis Center (DAC) for eval- Two sources of electrical power ensure no
uation. The data is analyzed and compared to loss of data when the BATTERY switch is
a Pratt & Whitney Canada (P&WC) mathemat- positioned to OFF. A 1 amp ETM POWER
ical engine model. The ADAS d and DAC analy- circuit breaker provides power from the
sis improve operational safety by identifying main bus when the BATTERY switch is ON.
conditions that could shorten engine life. The ETM CONTINUOUS POWER 1 amp
circuit breaker provides power directly from
the aircraft battery.
Using the engine condition trend monitoring
(ECTM), replaces the required fixed hourly in- A communication port in the copilot side panel
terval for hot section inspection with an on- is used for uploading the conf iguration f ile to
condition inspection. The data can be used by the processor and downloading data from the
P&WC to grant time between overhaul (TBO)

processor. A special cable connects the com- If the message is not acknowledged and the en-
munication port to a laptop computer or a gine is started, then the message changes to a
PDA. An ALTAIR Monitor Link Prog ram white ETM EXCEED message and remains dis-
(MLP) software must be installed on the laptop played after the engine starts.
computer or PDA in order to upload or down-
load. The ETM EXCEED (amber or white) and
PREV EXCEED messages can be acknowl-
edged at any time by pressing the TRND/ ACK
Controls and Indications softkey. The CAS message disappears until a
The ADAS d processor controls f ive messages new condition occurs.
7 POWERPLANT
that display on each PFD. The f ive messages

are: The PREV EXCEED message appears only
when maintenance or inspection is required.
• ETM EXCEED (amber) PREV EXCEED messages continue appearing
• ETM EXCEED (white) at each start sequence until the log is down-
loaded and reset.
• PREV EXCEED (white)
• ETM CAPTURE (white) Two modes of operation determine when the
CAS messages appear: engine not running
• ETM FAULT (white) mode and engine running mode. The engine
not running mode is operational when the
The ETM FAULT message is displayed in the ITT is less than 250°C. During this mode,
advisory window. All other messages are dis- PREV EXCEED, ETM FAULT, and ETM
played in the CAS message area. CAPTURE CAS messages appear as needed.
Pressing the TRND/ACK softkey indication
When Avionics 1 boots, the ETM processor extinguishes the CAS message or initiates a
r uns its nor mal boot procedure. A white loopback test to check the functionality of the
ETM FAULT message indicates either a system.
processor or system fault or that the log
f ile is between 85–100% full. Download The engine running mode is operational when
the log and troubleshoot the system as nec- the ITT is greater than (450°C) and the N g is
essary. greater than 50%. During this mode, the amber
and white ETM EXCEED CAS messages ap-
If ETM CAPTURE and PREV EXCEED dis- pear during flight. Pressing the TREND/ACK
play together indef initely, then the processor softkey initiates a manual trend capture or ac-
did not f inish booting. Ensure that the proces- knowledges an ETM EXCEED CAS message.
sor has power from both circuit breakers and ETM CAPTURE also may appear if the CAP-
that the battery is connected (the battery switch TURE softkey is pressed.
does not have to be on). If the ADAS d proces-
sor boots after avionics 1 boots, then the ETM
EXCEED and ETM FAULT appear momentar-
ily while the processor boots. ADAS d does
not boot from avionics 2.
If a serious event is recorded in a previous

flight, then the white PREV EXCEED CAS
message appears. Pressing the TRND/ACK
softkey extinguishes the message until the
next shutdown.

ADASd Operation axial compressor (Figure 7-14). Air pressure

is increased by a diffusion process and di-
For ADAS d operation, an account must be es- rected to the centrifugal compressor to in-
tablished with ALTAIR Avionics in order to use c r e a s e a i r ve l o c i t y. T h e ve l o c i t y o f t h e
the service. The account is established through compressor outlet air is converted to pressure
Cessna Aircraft Company upon delivery of by a diffuser and directed to the combustor,
the aircraft. The account allows access to the where airflow changes (180°).
ALTAIR avionics website. Once the account
is established, the MLP software is down- Compressed air enters the combustion
loaded to the computer operator. chamber, where fuel is added by 14 fuel
7 POWERPLANT
nozzles. The igniter plugs provide initial
The MLP software communicates with the combustion during star t. The expanding
processor for downloading information to combustion gases flow aft and tur n 180°
the laptop or PDA. All necessar y docu- to enter the turbine section.
ments and instructions are available through
this site. The data retrieved from the proces- The gas generator (compressor) turbine ex-
sor can then be uploaded to a laptop or PDA tracts most of the gas energy , which drives
for viewing and analysis. If the analysis the compressor and the accessory drive gear.
indicates a serious condition, the operator The gases continue to expand through the
can be contacted. propeller turbine, which extracts almost all
r e m a i n i n g e n e rg y t o d r ive t h e p r o p e l l e r
through the reduction gear. The spent gases
OPERATION enter the exhaust section, where they are
turned 180 ° and are discharged through the
Air is introduced through the engine air intake exhaust pipe into the atmosphere.
from the nacelle inlet scoop through the iner-
tial separator, and turned 180° to enter the
COMPRESSOR
COMPRESSOR TURBINE
POWER TURBINE COMPRESSOR

IGNITER BLEED VALVE
FUEL NOZZLE
LEGEND
AMBIENT INLET AIR
COMPRESSOR AIR
COMBUSTION AIR
EXHAUST AIR
COMPRESSOR BLEED AIR
Figure 7-14. Engine Air Intake

NEW ENGINE BREAK-IN AND If the STBY ALT PWR switch is left in the ON
OPERATION position, a single indication forward of the
STBY ALT PWR switch illuminates after the
The Pratt and Whitney of Canada PT6A-114A BATTERY switch is positioned to OFF. The in-
turboprop engine requires no specif ic break- dication is a reminder to position the STBY
in procedures. The engine may be operated ALT PWR switch to OFF to prevent draining
safely throughout the normal ranges author- the battery.
ized by the manufacturer upon delivery of the
aircraft.
LIMITATIONS
7 POWERPLANT
ENGINE IGNITION
For most operations, leave the IGNITION ENGINE
switch in the NORM position. When the switch Number of engines ................................. One
is at NORM, the ignition is on only when the
STARTER switch is in the START position. Manufacturer ..................... Pratt & Whitney
of Canada, Ltd.
Position the IGNITION switch to ON to prevent
engine flameout caused by ambient conditions Model number ........................... PT6A-114A
or brief interruption of fuel flow. The ON po-
sition provides continuous ignition under the fol- Engine control operating limits—Flight oper-
lowing conditions: ation with the power lever retarded below the
• Emergency engine starts without starter IDLE position is prohibited.
assist
• Operation on wet or contaminated run- Engine Starting Cycle Limits
ways
Using the aircraft battery, the starting cycle is
• Flight in moderate or greater turbulence l i m i t e d t o t h e f o l l ow i n g i n t e r v a l s a n d
sequence:
• During inadvertent icing encounters • 30 seconds on, 60 seconds off
prior the inertial separator being se-
lected to bypass for 5 minutes • 30 seconds on, 60 seconds off
• When near fuel exhaustion as indicated • 30 seconds on, 30 minutes off
by illumination of the RSVR FUEL • Repeat the above cycle as required
LOW CAS message
Using external power, the starting cycle is
ENGINE SHUTDOWN l i m i t e d t o t h e f o l l ow i n g i n t e r v a l s a n d
sequence:
The standby alternator receives field current • 20 seconds on, 120 seconds off
from the hourmeter/AC circuit breaker. In an
emergency condition, the standby alternator • 20 seconds on, 120 seconds off
can be brought online without positioning the • 20 seconds on, 60 minutes off
BATTERY switch to ON.
°Repeat the above cycle as required
For normal engine shutdown procedures po-
sition the STBY ALT PWR switch to OFF be-
fore shutting down the engine and positioning
the BATTERY switch to OFF.

POWERPLANT INSTRUMENT Propeller type:

MARKINGS • Constant speed
Figure 7-12 illustrates the torque, ITT, and • Full-feathering
gas generator % RPM indications. • Reversible
PLACARDS • Hydraulically actuated
• Aluminum blades with feathered blade
CAUTION angle of 88°
7 POWERPLANT
• Low pitch blade angle of 15.6°
Placard location below power lever,
use BETA and MAX REVERSE po- • Maximum reverse blade angle of –14°
sitions only with engine running and (30 inch station)
propeller out of the FEATHER posi-
tion (Figure 7-15). Propeller RPM and Anti-Ice
Indications
Figure 7-12 illustrates the propeller RPM and
anti-ice indications.
OIL
Oil Grade Specification
Use only oil that confor ms to Pratt &
Whitney engine Service Bulletin No. 1001
and all revisions of supplements thereto.
Figure 7-15. Instrument Placard Refer to the POH/AFM for a list of ap-
proved oils.
PROPELLER Total Oil Capacity

McCauley™ Total oil capacity for the Caravan 208 is 14 U.S.
Propeller quarts (including oil in f ilter, cooler, and
manufacturer ............................ McCauley™ hoses).
Accessory Division
Propeller Drain and Refill Quantity
mode ..................... 3GFR34C703/106GA-0
Drain and ref ill quantity is approximately 9.5
Number of blades................................. Three U.S. quarts.
Propeller diameter: Oil Quantity Operating Range

• Maximum ........................... 106 inches
Fill to within 1.5 quarts of MAX HOT or
• Minimum ........................... 104 inches MAX COLD (as appropriate) on the dip-
stick. Quart markings indicate U.S. quarts
low if oil is hot. For example, a dipstick
reading of 3 indicates the system is within 2

quarts of MAX if the oil is cold and within

3 quarts of MAX if the oil is hot.
EMERGENCY/
ABNORMAL
NOTE
To obtain an accurate oil level read- HOT STARTS
ing, check the oil either within 10 A hot start is caused by excessive fuel flow at
minutes after engine shutdown while
the oil is hot (MAX HOT mark) or normal rpm or normal fuel flow with insuff i-
before the f irst flight of the day cient rpm. The latter condition usually is the
problem, which is caused by attempting a start
7 POWERPLANT
while the oil is cold (MAX COLD

mark). If more than 10 minutes have with a discharged or weak battery.
elapsed since engine shutdown and
the engine oil is still warm, perform A minimum battery voltage of 24 volts does
an engine dry motoring run before not always indicate that the battery is fully
checking the oil level. charge or in good condition.
• If gas generator acceleration in the ini-
tial part of the start is less than normally
Oil Pressure and Temperature observed, return the FUEL CONDITION
Indication lever to CUTOFF, and discontinue the
Figure 7-12 illustrates the oil pressure and start. Recharge the battery or connect an
APU before attempting another start.
temperature indications.
• If no ITT rise is observed within 10 sec-
onds after moving the FUEL CONDI-
Placards TION lever to the LOW IDLE position,
T h e p l a c a r d d i s p l ay e d n e x t t o t h e o i l or ITT rapidly approaches 1,090°C ,
dipstick/f iller cap on the inertial separator move the FUEL CONDITION lever to
duct reads as follows: CUTOFF, and then perform the engine
clearing procedure.
NOTE • With a cold engine or after making a
Engine total capacity14 U.S. Quarts. battery start, which causes a high initial
Drain 7 fill 9.5 U.S. quarts. See the generator load because of battery
POH/AFM for approved oils. Do not recharging, it may be necessary to ad-
mix brands or types of oils. vance the power lever slightly ahead of
the IDLE detent to maintain a minimum
idle of 52% N g .
The placard displayed on the side of the iner- • Since the generator contactor closes
tial separator duct reads as follows: when the STARTER switch is positioned
to OFF, anticipate the increased engine
WARNING load by advancing the power lever to
obtain approximately 55% N g before
Pressurized oil tank. Ensure oil dip- positioning the STARTER switch to
stick is secure. OFF. Doing so prevents the initial gen-
erator load from decreasing idle rpm
below the minimum of 52%.

• If during the start, the starter accelerates • When a GPU/EPU is used, ensure that
the gas generator rapidly above 20% N g , the unit is negatively grounded and reg-
suspect gear train decouple. Do not con- ulated to 28 VDC with a capability of
tinue the start. Rapid acceleration providing a minimum of 800 amps dur-
through 35% N g suggests a start on the ing the starting cycle. Do not use the
secondary nozzles. Anticipate a hot start. GPU or EPU with output exceeding
1,700 amps.
• After an aborted start, it is essential be-
fore the next start attempt to allow ad-
equate time to drain unbur ned fuel. During takeoff, an engine f ire or failure re-
Failure to drain all residual fuel from the quires immediate pilot response. Refer to the
7 POWERPLANT
engine could lead to a hot start, a hot POH/AFM for procedures.
streak leading to hot section damage,
or torching of burning fuel from the en- ENGINE FAILURE DURING
gine exhaust on the next successful ig-
nition. A dry motoring, within starter TAKEOFF ROLL
limitations after confirming that all fuel If the engine fails during takeoff roll, perform
drainage has stopped, ensures that no the following procedure:
fuel is trapped before the next start.
1. Position the POWER lever to BETA
• If the amber STARTER ON CAS mes- range.
sage does not extinguish after engine
start, the generator will not function be-
cause the start contactor may be stuck 2. Apply the brakes, and then retract the
closed. Position the BATTERY switch to wing flap.
OFF, and then shut down the engine if
such an indication is observed. 3. If the aircraft cannot be stopped on the
remaining runway, perform the following
• Engine starts may be made with the air- steps:
craft battery power or with an APU. It is
recommended that an APU be used when • Position the FUEL CONDITION
the ambient air temperature is lower than lever to CUTOFF, and then pull out
0°F (-18°C). Under these conditions, the FUEL SHUTOFF (OFF position).
observe other cold weather operating • Position the FUEL TANK SELEC-
procedures in accordance with the TORS to OFF to sound the warning
POH/AFM. horn.
• If the GPU/EPU drops offline during en- • Position the BATTERY switch to OFF.
gine start, power to the starter is lost,
which can cause a hot start. If auxiliary
power is lost, immediately position the ENGINE FAILURE
FUEL CONDITION lever to CUTOFF, IMMEDIATELY AFTER
monitor ITT, and ensure that the engine
is shutting down. If high ITT persists, TAKEOFF
position the EXTERNAL POWER switch If the engine fails immediately after takeoff,
to OFF , position the STARTER switch to perform the following procedure:
MOTOR, and use battery power for engine
rotation to aid in reducing ITT. 1. Adjust the airspeed to 85 KIAS.
2. Position the PROP RPM to FEATHER or

MAX RPM at pilot discretion.

3. Position the FUEL CONDITION lever 12. Position the AVIONICS No. 2 switch to
t o C U TO F F a n d p u l l o u t t h e F U E L OFF.
SHUTOFF (OFF position).
13. Reduce the electrical load by positioning
4. Po s i t i o n t h e F U E L TA N K S E L E C - the following controls to OFF:
TO R S a n d t h e BAT T E RY sw i t c h t o
• NO SMOKE switch
OFF.
• SEAT BELT switch
ENGINE FAILURE DURING • CABIN switch
7 POWERPLANT
FLIGHT • STROBE lights

If the engine fails during flight, perform the • LDG and TAXI/RECOG lights
following procedure:
NOTE
1. Adjust the airspeed to 95 KIAS.
Keep the L–LDG light OFF until re-
2. Position the POWER lever to IDLE. quired for approach and landing.
Prior to landing, position the L–LDG
3. Po s i t i o n t h e P RO P R P M l e v e r t o light to ON only to keep electrical
FEATHER. load below limit.
4. Position the FUEL CONDITION lever

14. Position the vent air fans and the air con-
to CUTOFF.
ditioning controls (if installed) to OFF.
5. Position the wing flaps to UP.
15. Pull the GEN CONT and GEN FIELD cir-
cuit breakers (top row, last two circuit
6. Position the FUEL BOOST switch to
breakers on the forward end).
OFF.
16. Pull the RADAR/RT circuit breaker
7. Pull out the FUEL SHUTOFF (OFF
(AVN BUS 1, second row, sixth circuit
position).
breaker from the left side).
8. Po s i t i o n t h e I G N I T I O N s w i t c h t o
17. Land the aircraft as described in the
NORM.
“Emergency Landing Without Engine
Power” procedure in the POH/AFM.
9. Position the STBY ALT PWR to OFF.
10. Position the PROP HEAT switch (if in-

WARNING
stalled) to OFF. Do not load shed BUS 2 using the
circuit breakers if any backup sys-
NOTE tem is in use. After shedding BUS
2 the stall warning horn, portions of
The AVIONICS No. 1 switch must
the anti-ice protection systems,
remain ON in order to maintain bat-
most exter nal lighting, left fuel
tery power to the AVIONICS bus
quantity, and air conditioning will
No. 1.
b e i n o p e r a t iv e . R e v i ew B U S 2
equipment lists for additional
11. Pull the BUS 2 PWR circuit breakers. information.

ENGINE FLAMEOUT DURING 7. Verify that the amber FUEL ON CAS

FLIGHT message appears, and that the amber
FUEL PRESS LOW CAS message ex-
If the engine flames out during flight, per- tinguishes.
form the following procedure:
8. Maintain an altitude below 20,000 feet
1. If the gas generator speed (N g ) is above maximum.
5 0 % , p o s i t i o n t h e P OW E R l eve r t o
IDLE.
9. Position the STARTER switch to START,
and then verify that the white IGNI-
7 POWERPLANT
2. Position the IGNITION switch to ON.
TION ON CAS message appears and the
3. After satisfactory relight, as indicated Oil pressure gauge indicates engine oil
by a nor mal ITT and N g , adjust the pressure.
POWER lever as desired.
10. Ensure that N g is 12% minimum, and
4. Po s i t i o n t h e I G N I T I O N s w i t c h t o then position the FUEL CONDITION
NORM after the cause of the flameout lever to LOW IDLE.
is corrected.
11. Monitor the ITT for 1,090°C maximum.
AIRSTART STARTER ASSIST 12. Observe N g at 52% minimum, and then
If an airstart-starter assist is necessary, per- position the STARTER switch to OFF.
form the following procedure:
WARNING
1. Reduce the electrical load by positioning
the STBY ALT PWR switch to OFF, the In heavy precipitation or nearly empty
AVIONICS bus 2 switch to OFF, and the fuel tank conditions, position the IG-
IGNITION switch to NORM. NITION switch to ON and the FUEL
BOOST switch to NORM unless it
2. Position the following controls to OFF:
cycles on and off, in which case leave
• Left LIGHTS panel switches the switch ON.
• VENT AIR FANS
• Air conditioning controls AIRSTART NO STARTER
• Bleed air heat switch ASSIST
3. Position the EMERGENCY POWER If an airtstart-no starter assist is required, per-
lever to NORMAL and the POWER lever form the following procedure:
to IDLE. 1. Tr i p a n d r e l e a s e t h e G E N E R ATO R
switch, and then position the STBY ALT
4. Position the PROP control lever to the PWR switch and the #2 AVIONICS switch
MIN rpm detent and the FUEL CONDI- to OFF.
TION lever to CUTOFF.
2. Po s i t i o n t h e A I R C O N D I T I O N I N G
5. Push in the FUEL SHUTOFF switch to and BLEED AIR HEAT switches to
the ON position and position the FUEL OFF.
TANK SELECTORS to ON.
3. Position the EMERGENCY POWER
6. Po s i t i o n t h e BAT T E RY a n d F U E L l eve r t o N O R M A L a n d t h e P OWER
BOOST switches to ON. lever to IDLE.

4. Position the PROP lever to the MIN rpm

detent, and position the FUEL CONDI- WARNING
TION lever to CUTOFF.
In heavy precipitation or nearly empty
5. Push in the FUEL SHUTOFF switch to fuel tank conditions, position the IG-
the ON position, and then position the NITION switch to ON and the FUEL
FUEL TANK SELECTORS to LEFT ON BOOST switch to NORM unless it
and RIGHT ON. cycles on and off, in which case leave
the switch ON.Position the FUEL
6. Position the BATTERY switch and the CONDITION lever to HIGH IDLE
7 POWERPLANT
FUEL BOOST switch to ON. and the PROP control lever as de-
sired. Set the POWER lever as de-
7. Verify that the amber FUEL BOOST sired, position the GENERATOR
ON CAS message appears and that the switch to RESET, and then release it.
amber FUEL PRESS LOW CAS mes- Tu r n o n e l e c t r i c a l a n d av i o n i c s
sage disappears. equipment as desired.
8. Position the IGNITION switch to ON, and

then verify that the white IGNITION ON
CAS message appears.
9. Maintain an airspeed of 100 KIAS min-

imum (140 KIAS if the propeller is feath-
ered) and an altitude of 20,000 feet
maximum (15,000 feet if the propeller is
feathered).
CAUTION
Do not attempt a restart without a
starter assist if the N g tachometer
indicates zero rpm.
10. Check for a stable N g indication.
11. Place the FUEL CONDITION lever in

the LOW IDLE detent, and then monitor
the ITT to verify a 1,090°C maximum
reading and monitor the Ng to verify a
52% minimum.
12. Position the IGNITION switch to NORM

if the Ng is 52% or above, unless condi-
tions warrant leaving the switch in the ON
position.

QUESTIONS
1. The PT6A-114A engine is defined as a: 6. With the propeller control lever positioned
A. Fixed-shaft, constant-speed engine to MAX:
B. Free-turbine, turboprop engine A. The propeller speed is governed at
C. Single-spool, variable-speed engine 1,900 rpm.
D. None of the above B. The engine delivers maximum torque.
C. The propeller governor is bypassed.
D. The gas generator rpm is at maxi-
7 POWERPLANT
2. The torque indication indicates the power:
mum.
A. Developed by the gas generator
B. Delivered by the propeller
C. Of the combined gas generator and 7. Engine oil level should be:
power turbine A. Maintained full at all times
D. Delivered to the propeller B. Checked only before the first flight of
the day
C. Lower for cold weather operations
3. The power turbine is on a shaft that:
D. Maintained to within 1 to 1.5 quarts
A. Drives the gas generator
of MAX HOT or MAX COLD as ap-
B. Drives the accessory section propriate
C. Drives the reduction gear
D. Both A. and B. above
8. The IGNITION switch should be
positioned to ON:
4. Air induced into the engine: A. For airstarts without starter assist
A. Enters at the rear and is exhausted at B. Fo r o p e r a t i o n o n wa t e r - c ov e r e d
the front runways
B. Enters at the front and is exhausted at C. During flight in heavy precipitation
the rear
D. All of the above
C. Passes from the power turbine to the
compressor wheels
D. Must be cooled by the compressor 9. The inertial separator should be
section positioned to the bypass position:
A. To increase engine rpm
5. During operations using the emergency B. When flying through visible moisture
power lever: at low temperatures
A. Extreme caution should be used when C. For all takeoffs
advancing the EMERG PWR LVR D. During all operations above 5,000 feet
B. The EMERG PWR LVR CAS mes-
sage appears when the lever is not 10. Loss of any pneumatic signal to the fuel
stowed in the NORMAL position and control unit causes:
engine not running. A. The engine to shut down
C. Only partial engine power is avail- B. The engine to drop to idle rpm
able. C. The engine rpm to increase rapidly
D. Engine response may be slower than D. A complete stoppage of fuel flow
when using the power lever.

11. When the STARTER switch is positioned

to START:
A. The IGNITION switch must be posi-
tioned to ON
B. The ignition system is energized
C. The starter-generator functions as a
generator
D. The ignition system is deenergized
7 POWERPLANT
12. During the overspeed governor test, the

propeller rpm should not exceed:
A. 1,900 ± 60 rpm
B. 1,250 ± 60 rpm
C. 1,750 ± 60 rpm
D. 2,000 ± 60 rpm

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL .............................................................................................................................. 8-1
DESCRIPTION ....................................................................................................................... 8-2
COMPONENTS ...................................................................................................................... 8-2
Heat Sensor...................................................................................................................... 8-2
Portable Fire Extinguisher ............................................................................................... 8-2
8 FIRE PROTECTION
Engine Fire CAS Message............................................................................................... 8-2
Cabin Heat Firewall Shutoff Valve .................................................................................. 8-2
OPERATION........................................................................................................................... 8-2
Test Switch....................................................................................................................... 8-2
Portable Fire Extinguisher ............................................................................................... 8-3
LIMITATIONS ........................................................................................................................ 8-3
EMERGENCY/ABNORMAL PROCEDURES ..................................................................... 8-3
Engine Fire During Start On Ground .............................................................................. 8-3
Cabin Fire During Ground Operations ............................................................................ 8-4
Engine Fire In-Flight ....................................................................................................... 8-4
Electrical Fire In-Flight ................................................................................................... 8-5
Cabin Fire ........................................................................................................................ 8-5
Wing Fire ......................................................................................................................... 8-6
QUESTIONS........................................................................................................................... 8-7

ILLUSTRATIONS
Figure Page
8-1 CABIN HEAT FIREWALL SHUTOFF PULL OFF Knob..................................... 8-2
8-2 TEST Switch ............................................................................................................ 8-3
8-3 Center Pedestal and Left Sidewall Panel ................................................................. 8-4
8-4 LIGHTS and ANTI-ICE Panels............................................................................... 8-6
8 FIRE PROTECTION

CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
The Cessna Caravan 208 G1000 is equipped with an engine f ire-detection system as stan-
dard equipment. The detection system includes a heat sensor in the engine compartment,
a crew alert system (CAS) warning message, and a warning chime.
GENERAL
The fire-detection system in the engine compart- has no engine f ire-extinguishing system. A
ment is a closed loop system that operates on handheld fire extinguisher is available on the
DC power. Signals are sent to the CAS mes- pilot-side door.
sage system and an engine fire warning appears
on the primary flight display (PFD). The aircraft

DESCRIPTION CABIN HEAT FIREWALL

SHUTOFF VALVE
The engine f ire-detection system includes a
heat sensor in the engine compartment, an The CABIN HEAT FIREWALL SHUTOFF
ENGINE FIRE CAS message, and a warning PULL OFF knob is a push-pull knob on the
chime above the pilot. The f ire-detection sys- lower right side of the center pedestal (Figure
tem initiates a f ire warning when engine com- 8-1). When pulled, the knob actuates two
partment temperatures become excessive. f irewall shutoff valves: one in the bleed air
supply line to the cabin heating system and
one in the cabin return line. The knob nor-
mally is pushed in unless a f ire is suspected
COMPONENTS in the engine compartment.
HEAT SENSOR
The heat sensor consists of one flexible closed
loop. When the engine compartment temper-
ature becomes excessively high, the heat
changes the resistance of the closed loop. The
change in resistance is sensed by a control
box on the aft side of the f irewall. Fire warn-
8 FIRE PROTECTION
ing is initiated when temperatures in the en-

gine compartment exceed:
• 425°F (218°C) on the firewall (first sec-
tion)
• 6 2 5 ° F ( 3 2 9 ° C ) a r o u n d t h e ex h a u s t
(second section)
• 450°F (232°C) on the rear engine com-
partment (third section)
Figure 8-1. CABIN HEAT FIREWALL

PORTABLE FIRE SHUTOFF PULL OFF Knob
EXTINGUISHER
The portable fire extinguisher is an ABC type,
and normally is in the pilot-side door.
OPERATION
CONTROLS AND TEST SWITCH
INDICATIONS The TEST switch is left of the avionics CB
panel (Figure 8-2). When the switch is toggled
to the FIRE DETECT–UP position, the
ENGINE FIRE CAS MESSAGE ENGINE FIRE CAS message appears and the
When the closed loop system senses temper- warning chime sounds, indicating that the f ire
ature exceedance, the ENGINE FIRE CAS warning system is operational.
message appears and a repeating warning
chime sounds. The system is protected by the FIRE DET cir-
cuit breaker on the left sidewall CB panel.

a n d t h e FA A - a p p r ove d A i r p l a n e F l i g h t
Manual (POH/AFM).
EMERGENCY/
ABNORMAL
PROCEDURES
ENGINE FIRE DURING START
ON GROUND
If an engine f ire occurs while the aircraft
is starting on the g round, perfor m the fol-
lowing procedure using the FUEL CONDI-
Figure 8-2. TEST Switch TION lever on the center pedestal (Figure
8-3) and the FUEL BOOST, BATTERY, and
STARTER switches on the left sidewall
PORTABLE FIRE switch panel:
EXTINGUISHER
8 FIRE PROTECTION
1. Position the FUEL CONDITION lever to
CUTOFF, the FUEL BOOST switch to
CAUTION O F F, a n d t h e S TA RT E R s w i t c h t o
If smoke or f ire is present, immedi- MOTOR.
ately don oxygen masks and smoke
goggles, and set oxygen to 100%.
WARNING
Ensure that passengers have supple- It is possible to have an engine f ire
mental oxygen. w i t h o u t a n a c c o m p a ny i n g C A S
message.
To operate the portable f ire extinguisher,
remove the extinguisher from its bracket on CAUTION
the pilot-side door, hold it upright, and then
aim it at the base of the f ire. Using the at- Do not exceed the starting cycle
tached ring, pull the pin from the limitations. Refer to the POH/AFM.
extinguisher. If the f ire persists as indicated by
sustained interstage turbine tem-
Squeeze the extinguisher handles together perature (ITT), immediately close
to release the extinguishing agent. Spray the the FUEL SHUTOFF and continue
extinguishing agent using a side-to-side motoring.
motion while aiming at the base of the f ire.
Anytime the extinguisher is used, even par- 2. Position the STARTER switch to OFF,
tially, maintenance is required before fur- and then pull out the FUEL SHUTOFF
ther dispatch. switch to the OFF position.
3. Position the BATTERY switch to OFF.

LIMITATIONS
4. E v a c u a t e t h e a i r c r a f t , a n d t h e n
For specif ic infor mation on limitations, extinguish the f ire.
refer to the Pilot’s Operating Handbook

CABIN FIRE DURING GROUND ENGINE FIRE IN-FLIGHT

OPERATIONS If an engine fire in-flight is indicated by a red
If a cabin fire occurs during ground operation, ENGINE FIRE CAS message and a warning
perform the following procedure using the chime, perform the following procedure:
POWER, PROP RPM, and FUEL CONDI- 1. Position the POWER lever to idle and
TION levers on the center pedestal and the the PROP RPM lever to FEATHER.
BATTERY switch on the left sidewall switch
panel (Figure 8-3): 2. Position the FUEL CONDITION lever
1. Pull the POWER lever to IDLE, and then to CUTOFF.
apply the brakes as required.
3. Pull out the FUEL SHUTOFF switch and
2. Po s i t i o n t h e P RO P R P M l eve r t o the CABIN HEAT FIREWALL SHUT-
FEATHER, and then position the FUEL OFF PULL OFF knob to the OFF positions.
CONDITION lever to CUTOFF.
4. Close all forward side vents, open the
3. Position the BATTERY switch to OFF, overhead vents, and then position all
and then evacuate the aircraft and extin- VENT AIR fans (if installed) to ON.
guish the f ire.
5. Set wing flaps to FULL (30°), and then
set airspeed to 80 KIAS.
8 FIRE PROTECTION
Figure 8-3. Center Pedestal and Left Sidewall Panel

6. Accomplish a forced landing as described

in the “Emergency Landing Without WARNING
E n g i n e Powe r ” p r o c e d u r e i n t h e
POH/AFM. With the AVIONICS No. 1 and No.
2 switches positioned to OFF, use
standby flight instruments.
ELECTRICAL FIRE IN-FLIGHT
6. Position all other electrical switches
If an electrical f ire in-flight occurs, perform
to OFF.
the following procedure using the BATTERY,
GENERATOR, STBY ALT PWR, and AVION-
7. If the fire appears to be extinguished and
ICS switches on the left sidewall switch panel
electrical power is necessary for continu-
(see Figure 8-3), and the BLEED AIR HEAT
ance of the flight, position the BATTERY
ON switch on the CABIN HEAT control panel:
switch to ON, and then push the GENER-
1. Position the BATTERY switch to OFF. ATOR switch to RESET and release.
2. Push the GENERATOR switch to TRIP, 8. Position the STBY ALT PWR switch
and then release it. to ON.
3. Position the STBY ALT PWR switch 9. Check all circuit breakers for faulty cir-
to OFF. cuits. Do not reset circuit breakers with
8 FIRE PROTECTION
faults.
WARNING
10. Position the AVIONICS No. 1 switch to
Without electrical power, all elec- ON, and then position all electrical
trical engine instruments, as well as switches to ON, positioning each switch
the fuel boost pump CAS messages, one at a time with a delay after each until
wing flaps, and all avionics are in- the short circuit is localized.
o p e r a t iv e . T h e va c u u m - d r iv e n
standby attitude indicator remains 11. After the fire is completely extinguished,
operational. open all vents, and then position the
BLEED AIR HEAT ON switch to ON.
4. Close all vents to prevent drafts, and then
position the BLEED AIR HEAT ON CABIN FIRE
switch to OFF. Activate the f ire extin-
guisher (if available). If a cabin f ire occurs, perform the following
procedure:
WARNING
1. Position the BATTERY switch to OFF.
Occupants are to wear oxygen masks
(if installed) until the smoke clears. 2. Push the GENERATOR switch to TRIP, and
After discharging an extinguisher then release it.
within a closed cabin, ventilate the
cabin. 3. Position the STBY ALT PWR switch to
OFF.
5. Position the AVIONICS switches to

OFF

WARNING
Without electrical power, all elec-
trical engine instruments, as well as
the fuel boost pump CAS messages,
wing flaps, and all avionics are in-
o p e r a t iv e . T h e va c u u m - d r i v e n
standby attitude indicator remains
operational.
4. Close all vents to prevent drafts, and then

position the BLEED AIR HEAT ON
switch to OFF.
5. Activate the f ire extinguisher (if avail-

able), and then land the aircraft as soon
as possible.
Occupants are to wear oxygen masks

(if installed) until the smoke clears.
8 FIRE PROTECTION
After discharging an extinguisher

within a closed cabin, ventilate the
cabin.
WING FIRE
Figure 8-4. LIGHTS and ANTI-ICE Panels
If a wing fire occurs, perform the following
procedure using the PITOT/STATIC HEAT and
STALL HEAT switches on the ANTI-ICE panel 3. Position all ventilation fans to OFF.
(Figure 8-4) and the STROBE, NAV, L–R LDG,
and TAXI/RECOG switches on the LIGHTS WARNING
panel.
Perform a sideslip as required to
1. Position the following switches to OFF: keep flames away from the fuel tank
• PITOT/STATIC HEAT and cabin. Land the aircraft as soon
as possible.
• STALL HEAT
• STROBE For more detailed information and procedures
• NAV on f ire protection, refer to the POH/AFM.
• L–R LDG
• TAXI/RECOG
2. Pull the RADAR R/T circuit breaker (if
installed). The circuit breaker is on the
AVN BUS 1, second row, sixth breaker
from the left side.

QUESTIONS
1. The fire-detection test function assures: 5. According to the “Engine Fire in Flight”
A. Firewall is intact checklist, a red ENGINE FIRE CAS
B. Fire detection loop has proper in- message and warning chime:
tegrity A. Requires activation of the FIRE DE-
C. No f ire exists in the engine compart- TECT switch
ment B. Requires declaration of an emergency
D. Fire detection system cannot give false C. Requires considering the five memory
warnings items associated with the “Engine
Fire in Flight” checklist
2. The fire-detection system only warns of a D. R e q u i r e s a c t iv a t i o n o f t h e f i r e
extinguisher
fire in the engine compartment.
A. True
B. False
3. The temperature at which the fire warning

initiates is:
8 FIRE PROTECTION
A. 218°C–329°C
B. 100°C–200°C
C. 510°F–900°F
D. 220°F–330°F
4. The CABIN HEAT FIREWALL

SHUTOFF knob:
A. Activates an engine f ire extinguisher
B. Secures the f irewall if an engine f ire
occurs
C. Turns off the bleed-air heat if the pas-
sengers are too hot
D. Deactivates the engine f ire extin-
guisher

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL .............................................................................................................................. 9-1
DESCRIPTION ....................................................................................................................... 9-3
BLEED AIR HEAT ON Switch ...................................................................................... 9-3
TEMP HOT Knob............................................................................................................ 9-3
MIXING AIR Knob......................................................................................................... 9-4
CABIN HEAT FIREWALL SHUTOFF PULL OFF Knob............................................. 9-4
VACUUM LOW Flag ...................................................................................................... 9-4
LIMITATIONS ........................................................................................................................ 9-4
EMERGENCY/ABNORMAL ................................................................................................ 9-4
QUESTIONS........................................................................................................................... 9-5
9 PNEUMATICS

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System Schematic .................................................................................. 9-2
9-2 CABIN HEAT Control Panel................................................................................... 9-3
9 PNEUMATICS

CHAPTER 9
PNEUMATICS
9 PNEUMATICS
INTRODUCTION
This chapter describes the pneumatic system on the Cessna Caravan 208 G1000.
The pneumatic system routes air for heating the aircraft and operating the standby
attitude indicator.
GENERAL
The pneumatic system uses engine compres- are in the cockpit. The engine bleed air pro-
sor bleed air for the heating system in the air- vides air for all required system functions.
craft (Figure 9-1). Control knobs and switches

LEGEND
HIGH PRESSURE BLEED AIR COMPRESSOR BLEED
VALVE
LOW PRESSURE BLEED AIR
P3 HOT AIR
REGULATED BLEED AIR P2.5 WARM AIR
SUCTION/VACUUM
CABIN AIR
BLEED-AIR
HEAT SWITCH
PRESSURE
REGULATING VALVE
TO VACUUM FLOW CONTROL

SYSTEM VALVE
MIXING
AIR VALVE
9 PNEUMATICS
MIXER/
MUFFLER
FIREWALL
SHUTOFF
VALVES
TEMPERATURE
CONTROL KNOB
Figure 9-1. Pneumatic System Schematic

DESCRIPTION Vacuum is obtained by passing regulated com-

pressor outlet bleed air through a vacuum ejec-
The temperature and volume of airflow to the tor. Bleed air flowing through an orif ice in the
cabin is regulated by the cabin heating, ven- ejector creates the suction necessary to oper-
tilating, and defrosting system. ate the instruments. The vacuum system con-
sists of the standby attitude indicator, a
Hot air from the compressor outlet is routed bleed-air pressure regulator, a vacuum ejec-
from the engine through a flow control valve, tor on the forward left side of the f irewall, a
and then through a mixer/muffler where it vacuum relief valve and vacuum system air fil-
mixes with cabin return air or warm air from ter on the aft side of the f irewall.
the compressor bleed valve based on the set-
ting of the mixing air valve.
CONTROLS AND
Once the correct air temperature is attained,
the air is routed to the cabin air distribution INDICATIONS
system. Controls are provided to direct the
heated air to the forward and/or aft portions TEMP HOT KNOB
of the cabin for heating and to the windshield
for defrosting. A rotary TEMP selector knob is on the CABIN
HEAT control panel (Figure 9-2). The selec-
Ventilating air is obtained from an inlet on tor modulates the opening and closing of the
each side at the forward fuselage and through flow control valve, which controls the vol-
two ram-air inlets, one on each wing at the ume of air flow into the cabin. Clockwise ro-
upper end of the wing struts. The wing inlet tation increases the mass flow and temperature
ventilating air is routed through the wing into of the air.
a plenum chamber in the center of the cabin
ceiling. The plenum distributes the ventilat-
ing air to individual overhead outlets near BLEED AIR HEAT SWITCH
each seat. Two electric blowers in the overhead A two-position BLEED AIR HEAT switch is on
ventilating system blow the air into the cabin. the CABIN HEAT control panel (Figure 9-2).
The switch controls the operation of the bleed-
The vacuum system provides suction for the air flow control valve.
standby attitude indicator.
9 PNEUMATICS
Figure 9-2. CABIN HEAT Control Panel

MIXING AIR KNOB EMERGENCY/

The MIXING AIR GRD–PULL FLT–PUSH ABNORMAL
control is on the CABIN HEAT panel (Figure
9-2). The control determines if warm com- For specif ic information on emergency/ab-
pressor bleed valve air is mixed with hot com- n o r m a l p r o c e d u r e s , r e f e r t o t h e P i l o t ’s
pressor outlet air, or if cabin air is mixed with Operation Handbook or the FAA-approved
compressor bleed air and recirculated. Airplane Flight Manual (POH/AFM).
In the GRD position (pulled out), warm com-
pressor bleed valve air is mixed with hot com-
pressor outlet air in the mixer/muffler. Use
this mode during ground operation with N g
below 92%. In the FLT position, the cabin air
is mixed with compressor bleed air and recir-
culated.
CABIN HEAT FIREWALL

SHUTOFF KNOB
The CABIN HEAT FIREWALL SHUTOFF
PULL OFF knob is a push-pull knob on the
lower right side of the pedestal. The knob is
normally pushed in unless a f ire is suspected
in the engine compartment.
When pulled out, the knob actuates two firewall

shutoff valves, one in the bleed-air supply line
to the cabin heating system; the other in the
cabin return line, to the off position. The knob
is normally pushed in unless a fire is suspected
in the engine compartment.
9 PNEUMATICS
VACUUM LOW FLAG

A red flag appears on the standby attitude in-
dicator when a possible low vacuum condition
exists in the vacuum system.
LIMITATIONS
No limitations are indicated for the pneumatic
system on this aircraft.

QUESTIONS
1. Cabin ventilating air enters the aircraft
through:
A. The forward engine air intakes
B. Air inlets on each side of the forward
fuselage
C. Air inlets on each wing at the upper
ends of the wing struts
D. Both B and C
2. If more cabin heating is needed during

ground operations:
A. Move the fuel condition lever to HIGH
IDLE
B. Move the MIXING AIR control to
FLT
C. Open the instrument panel vents
D. Pull the defroster knob
3. Windshield defrosting can be

accomplished by:
A. Pulling out the defrost/forward cabin
control and pushing in the aft/forward
cabin control
B. Opening the vents at the base of the
windshield
C. Directing the upper instrument panel
vents at the windshield
D. Both A and B
9 PNEUMATICS
4. The CABIN HEAT FIREWALL
SHUTOFF control should be pulled out:
A. To routinely shutoff cabin heat
B. If a f ire is suspected in the engine
compartment
C. During ground operations
D. During engine starts

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
COMPONENTS.................................................................................................................... 10-5
Protection Panels ........................................................................................................... 10-5
Fluid Tank...................................................................................................................... 10-5
Equipment Pack............................................................................................................. 10-5
Propeller Slinger Ring ................................................................................................... 10-5
Windshield Spray Bar.................................................................................................... 10-5
Pitot-Static And Stall HEAT system ............................................................................. 10-5
Engine Inertial Separator System.................................................................................. 10-6
Wing Inspection Light................................................................................................... 10-6
Windshield Ice Detector Light ...................................................................................... 10-6
Low Airspeed Awareness System.................................................................................. 10-6
CONTROLS AND INDICATIONS...................................................................................... 10-7
PRIMARY HIGH–NORM–OFF Switch....................................................................... 10-7
MAX FLOW AIRFRAME–WINDSHIELD Switch..................................................... 10-7
BACKUP Switch ........................................................................................................... 10-8
PITOT/STATIC HEAT Switch ...................................................................................... 10-8
10 ICE AND RAIN
STALL HEAT Switch.................................................................................................... 10-8

PROTECTION
INERTIAL SEPARATOR CONTROL Handle ............................................................. 10-8

Anti-Ice Fluid Quantity Indicator.................................................................................. 10-8

Fluid Tank Sight Glass .................................................................................................. 10-9

CAS Messages............................................................................................................... 10-9
OPERATION ...................................................................................................................... 10-10
PRIMARY Switch ....................................................................................................... 10-11
MAX FLOW Switch ................................................................................................... 10-11
BACKUP Switch......................................................................................................... 10-12
LIMITATIONS.................................................................................................................... 10-12
Ice Protection Fluid ..................................................................................................... 10-12
Solvent Usage.............................................................................................................. 10-12
Ice Accumulation ........................................................................................................ 10-13
EMERGENCY/ABNORMAL............................................................................................ 10-13
QUESTIONS ...................................................................................................................... 10-15
10 ICE AND RAIN
PROTECTION

ILLUSTRATIONS
Figure Title Page
10-1 Ice Protection Airframe Components .................................................................... 10-2
10-2 Anti-Ice Protection System.................................................................................... 10-3
10-3 Wing Inspection Light ........................................................................................... 10-6
10-4 Windshield Ice Detector Light............................................................................... 10-6
10-5 Left Sidewall Switch Panel.................................................................................... 10-7
10-6 Anti-Ice Instrument Panel...................................................................................... 10-7
10-7 View of Fluid Sight Glass Through Cargo Pod Opening ...................................... 10-9
10-8 A-ICE GAL Fluid Quantity Indication.................................................................. 10-9
10-9 CAS Message Indications ................................................................................... 10-10
10 ICE AND RAIN

PROTECTION

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The ice protection system on the Caravan 208 G1000 provides fluid-based (TKS fluid)
anti-ice protection to the wing panels, wing struts, and horizontal and vertical stabiliz-
ers, and propeller. The fluid-based system replaces the pneumatic de-ice boots and elec-
trothermal de-ice components common to earlier aircraft.
GENERAL
10 ICE AND RAIN
The fluid-based ice and rain protection system blades, wings, wing struts, and horizontal and
PROTECTION
exudes a filmy ice protection fluid (TKS fluid) vertical stabilizers. When the system is acti-
from porous panels on the leading edges of the vated in-flight, the ice protection fluid flows
aircraft (Figure 10-1). The fluid minimizes backwards over the upper and lower surfaces.
ice formation on all lifting surfaces, propeller

LASER DRILLED TITANIUM

POROUS PANELS
SLINGER RING WINDSHIELD FLUID TANK AND

FOR PROPELLER SPRAY BAR EQUIPMENT PACK–PUMPS,
FILTERS, TIMERS
Figure 10-1. Ice Protection Airframe Components
A fluid slinger on the propeller provides ice • Ice protection system, including porous
protection for the propeller and generates panels on the leading edges of the wing,
further ice protection for the fuselage and horizontal and vertical stabilizers, wing
cargo pod forward surfaces. Two, positive struts, propeller fluid slinger ring, and
displacement, constant volume metering windshield spray bar
pumps supply fluid to the panels and pro- • Alternate static source
peller. Single and combined pump operation
and timed pumping provide a range of flow • Left and right heated pitot-static tubes
rates for different icing conditions. An on- • Wing inspection light
demand gear pump supplies fluid to the wind-
shield spray bar for clear vision through the • Engine-driven generator
windshield (Figure 10-2). • Engine inertial separator
T h e a i r c r a f t i s a p p r ove d f o r f l i g h t i n t o • Heater and defroster
known icing conditions, as def ined by 14 • Standby electrical system
CFR, Par t 23, and for use in continuous
maximum and maximum intermittent icing • Windshield ice detector light
envelopes, as def ined by 14 CFR, Part 25, • Heated lift detector (stall warning sys-
Appendix C, Pilot’s Operating Handbook
10 ICE AND RAIN
tem)
PROTECTION
and Airplane Flight Manual (POH/AFM).

The aircraft is approved for flight into such • Vortex generators
conditions only if the following Cessna and
FAA-approved equipment is installed and
fully operational:

EQUIPMENT PACK ASSEMBLY

(IN THE CARGO POD)
FILTERS HIGH PRESSURE

SWITCH
LEGEND
DEICE FLUID PROPORTIONING
VENT VENT
UNIT ASM P
FLUID LOW
LEVEL LEVEL
SENDER SWITCH
METERING
TO WING PUMPS
STRUT
SOLENOID CRACKING
VALVE VALVES
WINDSHIELD (CHECK VALVES)
PUMP
LOW PRESSURE
SWITCHES
PROPELLER P
PROPORTIONING
UNIT
WINDSHIELD
SPRAYBAR PROPORTIONING UNIT
P
10-3
Figure 10-2. Anti-Ice Protection System
10 ICE AND RAIN

PROTECTION
WARNING NOTE
Upon encountering any icing condi-
It is essential in cold weather to re- tion, exit the condition immediately
move even the smallest accumula- before aircraft performance degrades.
tions of frost, ice, snow, or slush from Ice accretion can cause degraded per-
the wing and control surfaces. To as- formance and can make a climb un-
sure complete removal of contamina- achievable.
tion, conduct a visual and tactile
inspection up to 2 feet behind the WARNING
protected surfaces at one location
along the wing span as a minimum. The in-flight ice protection equip-
Also, make sure the control surfaces ment does not remove ice, snow, or
contain no internal accumulations of frost accumulation from a parked air-
ice or debris. If these requirements craft. Use other deice methods, such
are not performed, aircraft perform- as a heated hangar or approved deic-
ance will be deg raded to a point ing solutions, to remove all frost,
where a safe takeoff and climb out ice, snow, or slush accumulation from
may not be possible. the wings, str uts, tail, propeller,
windshield, fuel vents, main landing
WARNING gear, and cargo pod.
Prior to flight in known or forecast WARNING
icing conditions, check that
PITOT/STATIC tube(s) and STALL Ice accretion outside of a cloud is not
warning heaters are warm to touch defined by CFR 25, Appendix C, in the
after positioning the PITOT/STA- POH/AFM. Flight in such conditions
TIC and STALL HEAT switches to requires immediate exit.
ON for 30 seconds, and then OFF.
Ensure that the pitot covers are re-
m ov e d p r i o r t o p o s i t i o n i n g t h e Before takeoff, ensure that no internal ice or
PITOT/STATIC HEAT switch to ON. debris accumulation exists on the control sur-
faces, engine intakes, pitot-static system ports,
and fuel vents.
The known anti-ice protection system provides
adequate in-flight protection during normally Ice accumulation on the airframe can reduce
encountered icing conditions produced by mois- the rate of climb and the service ceiling.
ture-laden clouds. The system does not provide Depending on the ice accretions, climbing in
complete protection under severe conditions, order to exit the icing condition can be impos-
such as those that exist in areas of freezing rain. sible. Although unusual ice accretions can re-
Nor does it provide complete protection for sult in lower performance than published in the
continuous operation in widespread areas of POH/AFM, the published performance is based
icing conditions. on flight test data. Observe the applicable
n o t e s i n t h e Pe r f o r m a n c e s e c t i o n o f t h e
During operation under any conditions, exer- POH/AFM for performance losses associated
cise good judgment and be prepared to alter with the INERTIAL SEPARATOR handle po-
the flight if conditions exceed the capacity of
10 ICE AND RAIN
sitioned to BYPASS and the BLEED AIR

PROTECTION
the ice protection equipment or if any compo- HEAT switch positioned to ON. For more in-
nent of this equipment fails. formation, refer to the POH/AFM.

COMPONENTS The metering pumps propel fluid as needed

through nylon tubes from the tank through
The aircraft ice protection components in- microf ilters to the leading edge surfaces and
clude the ice protection system, a pitot-static- propeller. The microf ilters remove contami-
static and stall warning system, and an engine nants from the fluid and prevent blockage of
inertial separator system. The ice protection the porous panels.
system includes the following components.
Four proportioning units distribute the fluid
to each porous panel and the propeller slinger
PROTECTION PANELS ring. As such, the left wing and strut, the right
wing and strut, the vertical and horizontal sta-
The outer skin of the ice protection panels are bilizers, and the propeller slinger ring each
0.0353 inches (0.9 mm) titanium, which pro- have a dedicated proportioning unit.
vides strength, durability, lighter weight, and
corrosion resistance.
PROPELLER SLINGER RING
The panel skin is perforated with laser-drilled
holes (0.0025 inches or 0.0636 mm) in diam- A fluid slinger ring and feed nozzle on the pro-
eter, 800 per square inch). The porous panels peller delivers ice protection to the propeller. The
provide even fluid coverage from best rate-of- propeller ice protection fluid runs back toward
climb speed to V MO . the fuselage during flight, providing further ice
protection to the fuselage, cargo pod forward sur-
faces, and gear strut.
FLUID TANK
A 20.8 gallon (75.8 liter) tank and an equip- WINDSHIELD SPRAY BAR
ment pack on the cargo pod are used to apply
fluid to the leading edges, propeller, and wind- A windshield spray bar on the pilot forward
shield. A service port for the tank is on the left line of sight windshield cleans ice obstructions
side of the cargo pod, near the left main land- from the windshield. Fluid is provided on de-
ing gear. mand by a dedicated gear pump.
EQUIPMENT PACK PITOT-STATIC AND STALL

HEAT SYSTEM
The equipment pack consists of:
A pitot-static heat system assures proper air-
• Two metering pump—pump No.1 and speed indications and prevents ice formation
pump No. 2 if ice conditions conducive to icing (visible
• On-demand gear pump moisture at 41°F or 5°C). The system consists
• Fluid system f ilters of heating elements in the left and right pitot-
static tubes.
• Fluid level sender
• Low fluid switch A heating element in the stall warning vane and
sensor on the wing leading edges provides ad-
• High pressure switch ditional ice protection. The stall warning sen-
• Cracking (check) valves sors are monitored for failure; if failure occurs
10 ICE AND RAIN
an amber STALL HEAT crew alert system (CAS)

PROTECTION
• Solenoid message appears.

• Wire harness
• Timers (see Figure 10-2)

ENGINE INERTIAL SEPARATOR

SYSTEM
The inertial separator system in the engine
air inlet duct prevents ice buildup on the com-
pressor inlet screen.
WING INSPECTION LIGHT

A wing inspection light is flush-mounted in the
left wing leading edge-to-fuselage fairing.
The light allows visual detection of ice accu-
mulation on the wing and is required for flight
into known icing conditions (Figure 10-3).
Figure 10-4. Windshield Ice Detector

Light
ice, distinct red circles are present above the

light. If the windshield is contaminated, the red
circles become more diffused and the area of
red light increases.
LOW AIRSPEED AWARENESS

SYSTEM
In TKS equipped aircraft, the low airspeed
awareness (LAA) system is designed to warn the
Figure 10-3. Wing Inspection Light pilot when airspeed falls below 97.5 ± 2 knots
while operating in icing conditions.
The light is controlled with the two-posi- When the PITOT/STATIC HEAT switch is
tion WING LIGHT switch on the ANTI- turned ON prior to takeoff, the BELOW ICING
ICE switch panel. The switch is MIN SPD switchlight illuminates white indicat-
spring-loaded to the off position and must ing that the airspeed is below the threshold of
be held in the on position to illuminate the 97.5 ± 2 knots. Once the airspeed exceeds the
wing inspection light. threshold, the switchlight extinguishes. If the air-
speed falls back below the threshold, the switch-
The light is protected by the WING ICE DET light alternates between amber and white and the
LIGHT circuit breaker on the stall warning horn sounds intermittently until
CB panel. the airspeed is increased above the threshold.
WINDSHIELD ICE DETECTOR Pressing the flashing switchlight silences the

10 ICE AND RAIN
stall warning horn and causes the switchlight

PROTECTION
LIGHT to stop flashing. The switchlight remains il-

A red windshield ice detector light is on the luminated solid white as long as the airspeed
lower inboard portion of the pilot windshield is below 97.5 ± 2 knots.
(Figure 10-4). If the windshield is clear of

Aircraft equipped with a Garmin GFC-700 au-

topilot, the autopilot automatically disengages
when the flashing amber and white switchlight
is activated. In non-equipped aircraft, The au-
topilot must be turned off manually at the first
sign of LLA activation until airspeed is under
control.
CONTROLS AND
INDICATIONS
The ice and rain protection system is powered
by 28 VDC from Bus 1 and Bus 2 of the elec-
trical system (Figure 10-5). Three switches on
the ANTI-ICE control panel are used to con-
trol the system (Figure 10-6).
PRIMARY SWITCH
Figure 10-5. Left Sidewall Switch Panel
The HIGH position arms the low pressure,
high pressure, and low level sensors for ac- MAX FLOW SWITCH
tive operation, and runs pump No. 1 contin-
uously.
The MAX FLOW switch is used in heavy or
The NORM position also arms the low pres- severe icing conditions. When the switch is po-
sure, high pressure, and low level sensors for sitioned to MAX FLOW AIRFRAME (up),
active operation, but cycles both pumps on the spring-loaded switch activates the MAX
for 20 seconds, and then off for 100 seconds. FLOW AIRFRAME operation, and then re-
The NORM position represents the lowest turns immediately to the center position.
fluid flow rate of the system.
The NORM or HIGH position must be selected
The OFF position terminates the selected op- on the PRIMARY switch in order to select MAX
eration. FLOW AIRFRAME operation.
10 ICE AND RAIN

PROTECTION
Figure 10-6. Anti-Ice Instrument Panel

The MAX FLOW AIRFRAME position runs INERTIAL SEPARATOR

both metering pumps for 2 minutes, and then CONTROL HANDLE
returns the pumps to NORM or HIGH as se-
lected on the PRIMARY switch. The MAX The INERTIAL SEPARATOR control han-
FLOW AIRFRAME operation cycles until the dle on the lower instr ument panel has two
operation times out after 2 minutes or until the positions:
PRIMARY switch is positioned to OFF.
• B Y PA S S – P U L L — U s e wh e n f ly i n g
The spring-loaded WINDSHIELD position is through visible moisture such as clouds,
for intermittent clearing of the pilot forward rain, snow, and ice-crystals with an out-
windshield as needed. The WINDSHIELD po- side air temperature (OAT) of 41°F (5°C)
or lower. Use also for ground operations
sition activates an independent gear pump, or takeoff from dusty or sandy field con-
which supplies fluid to the pilot windshield. ditions to minimize ingestion of foreign
The pump runs for 4 seconds upon release of particles into the compressor.
the switch.
• NORMAL–PUSH—Use for all other
operations.
BACKUP SWITCH
The BACKUP switch provides redundancy Refer to the POH/AFM for perfor mance
if the other operations are inoperable. The changes associated with the INERTIAL SEP-
BACKUP switch activates an independent ARATOR handle operations.
electrical system (circuit breakers, wire
bundle, and switch), which runs metering ANTI-ICE FLUID QUANTITY
pump No. 2 continuously. When the switch INDICATOR
is positioned to ON, the low pressure sen-
sor is armed. The windshield pump operates The fluid level sensor in the fluid tank moni-
i n d e p e n d e n t l y o f t h e P R I M A RY a n d tors fluid quantity (Figure 10-7). The fluid
BACKUP switch positions. level sender transmits an electrical signal to
the avionics system, based on the fluid level.
The system converts the signal to a digital
PITOT/STATIC HEAT SWITCH readout on the multifunction display (MFD)
The two-position PITOT/STATIC H EAT (Figure 10-8).
switch, when positioned to ON provides
electrical heat to the pitot-static tubes for The MFD can operate either in engine dis-
proper operation or the aircraft during icing play or system display. Engine display op-
conditions. eration displays only the gallons of fluid
remaining.
The LEFT PITOT HEAT and RIGHT PITOT
HEAT circuit breakers on the CB panel pro- The system display operation displays gal-
tect the pitot-static heat system. lons and time remaining until fluid is de-
pleted, and is valid only when NORM or
H I G H a r e s e l e c t e d . W h e n t h e BAC K U P
STALL HEAT SWITCH switch is position to ON, the time remaining
is invalid.
The STALL HEAT switch controls the heating
element in the stall warning vane and sensor. The
10 ICE AND RAIN
Time remaining is based on fluid quantity

PROTECTION
switch is protected by the STALL WARN cir- and the selected operation (when anti-ice
cuit breaker on the CB panel. is off, time remaining is based on nor mal
operation).

FILLER A green readout indicates at least 20 minutes

ASSEMBLY
of fluid remains in the NORM position or at
least 8 minutes of fluid remains in the HIGH
position.
An amber background on the readout indi-

cates 20 minutes or less fluid remaining in
NORM position.
A red readout indicates 4 minutes or less of

fluid remaining in the NORM position, and 1
minute or less in the HIGH position. The min-
imum fluid level for dispatch is 11.7 gallons
and is indicated on the fluid tank sight glass.
FLUID TANK SIGHT GLASS

A fluid tank sight glass is near the filler assem-
bly inside the cargo pod access door, forward
of the left wing strut (Figure 10-7). The wit-
ness mark on the sight glass is used to deter-
FLUID MINIMUM DISPATCH mine the proper fluid quantity for dispatch
LEVEL QUANTITY LINE
BALL (11.7 GALLONS)
into known icing conditions. The sight glass is
viewed through the cargo pod door.
Figure 10-7. View of Fluid Sight Glass
Through Cargo Pod Opening To ensure minimum dispatch quantity, per-
form the following steps:
1. Ensure that the aircraft wings are in a
level attitude. If the aircraft rests on a
slope, the nose must be aligned up or
down with the slope.
2. Ensure that the bottom of the fluid ball

inside the sight gauge is above the min-
imum dispatch line.
CAUTION
Minimum dispatch quantity in the
fluid tank is 11.7 gallons. Use the
sight gauge to verify that the fluid
tank contains at least this quantity
prior to takeoff or flight into icing
conditions.
10 ICE AND RAIN
FLUID QUANTITY
PROTECTION
READOUT
CAS MESSAGES
The ice protection system CAS messages ap-
Figure 10-8. A-ICE GAL Fluid Quantity pear in the primar y flight display (PFD)
Indication (Figure 10-9).

CAS MESSAGES
Figure 10-9. CAS Message Indications
A-ICE PRESS LOW (red)—Indicates low fluid NOTE

pressure to the tail (lack of fluid to the tail,
Except for the disappearance of the
empty tank, or ruptured line). Activated by
white A-ICE NORM CAS message,
two low pressure switches downstream of the
the system provides no other indica-
tail proportioning units. If a low pressure
tion if the anti-ice protection sys-
condition exists, the CAS message cycles on
tem fails.
and off every 2 minutes.
A-ICE PRESS HI (amber)—Indicates sys-

tem fluid pressure exceeds 150 psi, and sys- OPERATION
tem f iltering is restricted. Activated by a
high pressure switch between the metering The fluid control system has the following
pumps and f ilters. operations:
• PRIMARY switch
A-ICE FLUID LO (amber)—Indicates fluid
level remaining is 20 minutes, or approxi- ° HIGH
mately 2 gallons remaining in the NORM po-
sition. Activated by a fluid low level switch in ° NORM
the tank. ° OFF
• MAX FLOW switch
A-ICE NORM or A-ICE HIGH (white)—
Indicates that the PRIMARY switch is positioned ° AIRFRAME
to NORM or HIGH and the system is in normal
° WINDSHIELD
10 ICE AND RAIN
or high operation respectively.

PROTECTION
• BACKUP switch
° ON
° OFF

PRIMARY SWITCH Fluid Consumption

HIGH Position The MAX FLOW switch operations have the
following maximum endurance levels with a
The HIGH position (up) arms the low pres- full tank of fluid:
sure, high pressure, and low level sensors
for active operation, and runs pump No. 1 • PRIMARY switch
continuously. ° NORM—3 hours 25 minutes
To use the high operation, position the PRI- ° HIGH—1 hour, 20 minutes
MARY switch to HIGH (up). To terminate • MAX FLOW switch
pump operation, position the PRIMARY switch
to OFF. ° AIRFRAME—40 minutes
• BACKUP switch
NORM Position ° ON—1 hour, 20 minutes
The NORM position arms the low pressure, If low pressure is indicated, position the PRI-
high pressure, and low level sensors for active MARY switch to OFF, and then position the
operation, and cycles both pumps on for 20 sec- BACKUP switch to ON.
onds, and then off for 100 seconds.
To use normal operation, position the PRI- WINDSHIELD Position

MARY switch to NORM (center). To terminate
pump operation, position the PRIMARY switch Use the WINDSHIELD position for intermittent
to OFF. operation of the windshield spray bar to clear
the pilot forward vision windshield as needed.
To use the windshield spray bar, position and
MAX FLOW SWITCH hold the MAX FLOW switch to the WIND-
SHIELD position.
AIRFRAME Position
Holding the spring-loaded switch at the WIND-
The max flow airframe operation is used in
SHIELD position releases windshield fluid
heavy or severe icing conditions.
continuously. Releasing the switch returns it
to OFF (center) and terminates windshield
To activate the max flow airframe operation,
pump operation 4 seconds later. The timer in-
position the PRIMARY switch to NORM or
terval applies an optimum burst of fluid to
HIGH, and then position the MAX FLOW
the windshield at the selected interval.
switch to AIRFRAME (up).
The spring-loaded switch activates the opera- CAUTION

tion, and then returns immediately to the cen- Do not run the windshield pump con-
ter position. To terminate the operation, position tinuously for more than 10 seconds,
the PRIMARY switch to OFF. and allow at least 10 seconds be-
tween operations. The windshield
takes approximately 30 seconds to
clear after the MAX FLOW switch is
10 ICE AND RAIN
released.
PROTECTION

BACKUP SWITCH WARNING

ON Position Do not use automobile anti-freeze
Use the BACKUP switch if the PRIMARY or fluid in the ice protection system.
MAX FLOW switches are not functioning. Anti-freeze fluid can contain addi-
The BACKUP switch activates an independ- tives that can damage the porous
ent electrical system (circuit breaker, wire panels or other system components.
bundle, and switch), which runs metering Do not, under any circumstance, add
pump No. 2 continuously in the HIGH posi- any form of thickened deice fluid
tion. intended for runway or parked air-
craft to the ice protection system.
To use the backup operation, position the
backup switch to ON (up). Note that the wind-
shield pump operates independently of the Minimum Dispatch Quantity
PRIMARY and MAX FLOW switches. The fluid tank has a capacity of 20.8 gallons.
The minimum fluid quantity required for dis-
patch is 11.7 gallons. Fluid quantity must be
LIMITATIONS verif ied using the fluid tank sight gauge.
ICE PROTECTION FLUID Post-Operation Precautions

After system operation, ice protection fluid
Fluid Requirements continues to weep from the panels as the pres-
The ice protection fluids used in the aircraft sure bleeds down and the panel reservoirs
must meet DTD-406B specifications. Approved empty.
ice protection fluids are 80 to 85%, TKS fluid,
5% isopropyl alcohol, and 10 to 20% deionized CAUTION
water. Fluid density is approximately 9.2 lbs/gal.
For health and environmental information, refer Use caution around areas with ice pro-
to the applicable material safety data sheets tection fluid on the floor. The fluid, es-
(MSDS). pecially on a painted floor, creates a
very slick surface. To prevent slip-
DTD-406B fluids can be purchased under the ping accidents, remove the fluid from
following brand names: the floor immediately.
• AVL-TKS (Aviation Laboratories)
• TKS-Fluid (DW Davies) SOLVENT USAGE
• AeroShell ® Compound 07 Certain solvents can damage the plastic mem-
• AL-5 brane in the porous panels, par ticularly
methyl ethyl ketone (MEK), acetone, lac-
The fluid is not limited to these suppliers as long quer thinner, and other types of solvents.
as the fluid meets specification DTD-406B. Fluids Mask the panels when painting the aircraft
conforming to this specification can be mixed in or when using these solvents on components
the aircraft tank in any proportion. near the panels. Wash the panels with soap
10 ICE AND RAIN
or mild detergent and water, using a brush or

PROTECTION

lint-free cloth. Only the following solvents

are permitted for use on the panels:
• Water (with soaps or detergents)
• Aviation gasoline
• Isopropyl alcohol
• Industrial methylated spirit
• Approved ice protection fluids
• Aviation turbine fuel
• Ethyl alcohol
ICE ACCUMULATION
Ice accumulation on the airframe can result
in a 20 KIAS increase in stall speed. Treat
buffet or an aural stall warning as an immi-
nent stall.
WARNING
The aural stall warning may not func-
tion properly in all icing conditions.
Do not rely only upon the aural stall
warning to provide adequate warning
in icing conditions.
For additional information on limitations of the

anti-ice protection system, refer to the Pilot’s
Operating Handbook and Aircraft Flight
Manual (POH/AFM).
EMERGENCY/
ABNORMAL
For specific emergency/abnormal procedures,
refer to the POH/AFM.
10 ICE AND RAIN
PROTECTION

QUESTIONS
1. The in-flight ice protection equipment 6. When the anti-ice fluid control switch
provides: operates in HIGH, a red readout on the
A. Unlimited ability to operate in icing MFD indicates:
conditions A. 10 minutes or less of fluid remain
B. Ice protection through use of bleed air B. 5 minutes or less of fluid remain
C. Adequate ice protection during nor- C. 2.5 minutes or less of fluid remain
mal icing conditions D. 1 minute or less of fluid remains
D. The ability to de-ice the aircraft on the
ramp
7. The maximum endurance level with a
fully serviced anti-ice fluid tank in
2. The anti-ice fluid tank has a capacity of:
NORMAL is:
A. 15 gallons
A. 5 hours
B. 20.8 gallons
B. 3 hours 25 minutes
C. 11.7 gallons
C. 2 hours
D. 9.3 gallons
D. 1.5 hours
3. The standby electrical power system is 8. The maximum endurance level with a
required to be installed and functional for: fully serviced anti-ice fluid tank in MAX
A. IMC conditions
FLOW AIRFRAME is:
B. Night operations
A. 1 hour
C. Commercial operations
B. 40 minutes
D. Icing conditions
C. 30 minutes
D. 15 minutes
4. The minimum de-ice fluid level for dis-
patch into forecast icing conditions is: 9. The ice detector light is used:
A. 20 gallons
A. Momentarily to detect ice accumula-
B. 15 gallons tions at night
C. 11.7 gallons B. At all times during flight in icing con-
D. 9.3 gallons ditions
C. Only when visible moisture is pres-
5. When operating with the anti-ice fluid ent
control switch in NORMAL, a green D. Also as a courtesy light on the ground
readout on the MFD indicates that at least:
A. 20 minutes of fluid remain
B. 15 minutes of fluid remain
C. 10 minutes of fluid remain
10 ICE AND RAIN
D. 5 minutes of fluid remain

PROTECTION

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................. 11-1
GENERAL ............................................................................................................................ 11-1
AIR CONDITIONING SYSTEM......................................................................................... 11-2
Description .................................................................................................................... 11-2
Components................................................................................................................... 11-2
Controls and Indications................................................................................................ 11-2
COOL–OFF–VENTILATE Switch ............................................................................... 11-2
Operation ....................................................................................................................... 11-3
Limitations..................................................................................................................... 11-4
CABIN HEATING, VENTILATING, AND DEFROSTING SYSTEM .............................. 11-4
Description .................................................................................................................... 11-4
Components................................................................................................................... 11-4
Limitations..................................................................................................................... 11-8
QUESTIONS......................................................................................................................... 11-9

11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1 COOL–OFF–VENTILATE and AC FANS Switches............................................ 11-2
11-2 Cabin Heating, Ventilating, and Defrosting System.............................................. 11-5
11-3 CABIN HEAT FIREWALL SHUTOFF PULL OFF Knob................................... 11-7
11-4 VENT AIR Control Knobs .................................................................................... 11-8
11-5 Instrument Panel Vent Knobs ................................................................................ 11-8

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The Cessna Caravan 208 G1000 has an air conditioning system, heating system, and ven-
tilation system that provide comfortable cabin temperatures during hot and cold weather
operation on the ground and in-flight. A windshield defrost system is provided. Controls
for the system are in the cockpit.
GENERAL
The aircraft has a vapor cycle air condition- The cabin airflow temperature and volume is
ing system. Evaporator units direct cooled air regulated by the heating, ventilating, and de-
to a series of overhead outlets in the cabin frosting system. The heating system routes
headliner. Controls for the air conditioning hot compressor bleed air from the engine and
system vary the temperature and flow of the mixes the air with cabin return air to achieve
cooled air. The system is protected by circuit the correct air temperature before routing the
breakers on the left sidewall CB panel. air to the cabin air distribution system.

11 AIR CONDITIONING
Ventilating air is obtained from an inlet on compressor is at a high temperature and high
each side at the forward fuselage and through pressure.
a ram-air inlet on each wing. A plenum cham-
ber in the center of the cabin ceiling distrib-
utes ventilating air to individual overhead Evaporator
outlets. The evaporator works like a heat exchanger,
and takes heat from the closed system and
Defrosting air is obtained from heated air di- adds it to the air.
rected to the forward cabin through outlets
behind the instrument panel and/or the two
windshield defroster outlets. Condenser
Gas leaving the compressor flows to the con-
denser. The condenser also acts like a heat ex-
AIR CONDITIONING changer, but it draws heat from the air and
adds it to the closed system.
SYSTEM
CONTROLS AND INDICATIONS
DESCRIPTION
Controls for the air conditioning system
Cooled air is supplied to the cabin through are on the AIR CONDITIONING control
16 overhead adjustable outlets (one above panel on the bottom of the instrument
the pilot and front passenger, 11 directly panel directly above the control pedestal
above the rear-seat passengers, and three on (Figure 11-1).
the aft bulkhead). The pilot and passenger
overhead outlets swivel, and have a rotating
nozzle that controls airflow volume.
The air conditioning system includes:

• Belt-operated compressor in the engine
accessory compartment
• Two evaporator units with integral blow-
ers in the left and right wing root areas
and one in the tail cone behind the aft
bulkhead Figure 11-1. COOL–OFF–VENTILATE
• System condenser in the engine com- and AC FANS Switches
partment
• Refrigerant lines under the floorboards
that interconnect the compressor, evapo- AIR CONDITIONING SWITCH
rator, and the condenser
Po s i t i o n i n g t h e A I R C O N D I T I O N I N G
COMPONENTS switch to COOL starts the compressor and
evaporator fans (Figure 11-1). Positioning the
switch to VENTILATE activates only the
Compressor evaporator fans, which provide uncooled
The refrigeration cycle begins with the com- ventilating air to the cabin. The OFF position
pressor. It compresses the refrigerant gas which turns off the compressor and evaporator fans.
is comparatively cold and at a low pressure as
it leaves the evaporator. The gas leaving the

11 AIR CONDITIONING
AC FANS Switches NOTE

The AC FANS switches include three, two- For increased cooling during ground
position switches that provide separate HIGH static conditions, increase N g to
and LOW speed control to the LEFT, AFT, 60–65% for a higher air conditioning
and RIGHT evaporator fans (Figure 11-1). compressor rpm.
System electrical protection is provided by Ground operation of the air condi-

four 15-amp circuit breakers on the left side- tioner with the propeller in beta
wall CB panel: range for prolonged periods causes
the air conditioning compressor
• LEFT VENT BLWR pressure safety switch to disengage
• RIGHT VENT BLWR the compressor clutch. Prevent this
situation.
• AFT VENT BLWR
• AIR COND CONT If the temperature of the air coming
from the outlets does not start to cool
within a minute or two the system
OPERATION can be malfunctioning and must be
turned off.
Ground Operation
After preflight inspection and engine start, close In-Flight Operation
the cabin doors and windows. Push in all instru- Initially, it can be desirable to operate the sys-
ment panel vent controls and close all overhead tem with the AC FANS switch on HIGH for fast
vent air outlets. Open all overhead air outlets and cool down. Later in the flight, operating the
advance the FUEL CONDITION lever as re- fans on LOW and opening the overhead vent
quired for minimum N g of 54%. Position all air controls can provide a more comfortable
AIR CONDITIONING FANS switches to HIGH environment.
and the COOL –OFF–VENTILATE switch to
COOL. During extended flight when temperature
and humidity are extremely high, the evap-
CAUTION orator coils can accumulate frost. If frost
forms, as evidenced by reduced airflow, po-
Under extremely hot outside air tem- sition the COOL–OFF–VENTILATE switch
perature (OAT) and/or high ground to VENTILATE and position the AIR CON-
elevation conditions, the idle inter- DITIONING FANS switches to HIGH. Doing
stage turbine temperature (ITT) can so increases the evaporator discharge temper-
exceed the maximum idle ITT limi- ature suff iciently to clear the frost.
tation of 685°C. Advance the FUEL
CONDITION lever toward HIGH
IDLE to increase the idle N g as re- NOTE
quired to maintain a satisfactory ITT A high-pressure safety switch in the
685°C or lower. air conditioning system disengages
the compressor clutch and stops sys-
tem operation if the system becomes
overloaded. The system cycles on
again when the pressure drops. If the
system does not restore within a rea-
sonable period, it can be malfunc-
tioning and must be turned off.

11 AIR CONDITIONING
Use the blower portion of the air conditioning

system at any time outside air cabin air circu-
CABIN HEATING,
lation are desired. Po s i t i o n the VENTILATING, AND
COOL–OFF–VENTILATE switch to VENTI-
LATE and then position the AC FANS switches DEFROSTING SYSTEM
to LOW or HIGH as desired.
DESCRIPTION
The switch settings can be retained before and
after landing. The temperature and volume of airflow to the
cabin are regulated by the cabin heating, ven-
tilating, and defrosting system (Figure 11-2).
LIMITATIONS Air distribution for the passenger versions of
When the takeoff torque setting p e r t h e the CE-208 and CE-208B is shown in Figure
Engine Torque For Takeoff chart in the Pilot’s 11-2.
Operating Handbook and FAA Approved
Aircraft Flight Manual (POH/AM), Section In the heating system, hot compressor outlet
5, is less than 1,865 ft-lbs, then the air con- P3 air is routed from the engine through a
ditioner must be turned off for any takeoff f l ow c o n t r o l v a l v e a n d t h e n t h r o u g h a
or landing under those conditions. mixer/muffler. There it is mixed with cabin re-
turn air or warm air from the compressor bleed
WARNING valve to obtain the correct air temperature be-
fore the air is routed to the cabin air-distribu-
Operation of the air conditioner can tion system.
cause compass deviation of more
than 10°. Ventilating air is obtained from an inlet on
each side at the forward fuselage and through
two ram air inlets, one on each wing at the
The aircraft has a 10-fpm reduction in climb upper end of the wing struts. The wing inlet
performance, 1 to 2 knots true airspeed de- ventilating air is routed through the wing into
crease in cruise performance, and approxi- a plenum chamber in the center of the cabin
mately 1% increase in fuel required for a top. The plenum distributes ventilating air to
given trip as a result of air conditioner instal- individual overhead outlets at the two seat po-
lation. sitions and to passenger outlets in the passen-
ger version.
When climbing at altitude above the critical
altitude for 675 shaft horsepower (SHP) (ITT
at maximum climb, ITT limit and torque below COMPONENTS
1,865 ft-lbs), there is a 25 fpm loss in maxi-
mum rate of climb. Ventilating Outlets
Two adjustable ventilating outlets, one above
When cruising at altitude where the maximum each seat, permit individual ventilation to the
allowable cruise power is below the torque pilot and the front passenger. Eight adjustable
limit, as noted in the cruise performance ta- overhead ventilation outlets provide ventila-
bles in Section 5 of the POH/AFM, reduce tion to passengers. The swivel outlets can be
this setting by 40 ft-lbs when the air condi- adjusted for optimum ventilation. Airflow vol-
tioner is operating. This results in an approx- ume is controlled by rotating the outlet noz-
imate 2 KTAS decrease in maximum cruise zle, which controls an internal valve.
performance and a slight increase (1%) in fuel
required for a given trip.

11 AIR CONDITIONING
FLOW TO FLOW
CONTROL VALVE CONTROL VALVE
COMPRESSOR OUTLET
BLEED AIR
COMPRESSOR
BLEED VALVE AIR TO MIXING TO CABIN TO DEFROST
MIXING AIR VALVE AIR VALVE HEAT AIR/FORWARD
SELECTOR CABIN AIR
MIXER/MUFFLER VALVE SELECTOR
VALVE
FIREWALL SHUTOFF VALVES (2)
VENTILATING AIR DOOR CABIN HEAT SELECTOR VALVE

(ONE SIDE EACH) DEFROST AIR/FORWARD CABIN
AIR SELECTOR VALVE
INSTRUMENT PANEL DEFROST OUTLETS (2)
VENTILATING OUTLETS
AND CONTROLS (2) ADJUSTABLE PILOT AND
FRONT PASSENGER OVERHEAD
VENTILATING AIR INLET VENTILATING OUTLETS (2)
(IN UPPER WING STRUT FAIRING) VENTILATING AIR INLET
(IN UPPER WING STRUT FAIRING)
VENT AIR CONTROL VENT AIR CONTROL

(ON OVERHEAD CONSOLE) (ON OVERHEAD CONSOLE)
SHUT VALVE
(ONE EACH WING) HEATER OUTLETS
(ON EACH CABIN SIDEWALL
AT FLOOR LEVEL)
ADJUSTABLE REAR PASSENGER

OVERHEAD VENTILATING OUTLETS (11)
MIXING AIR VALVE

OPERATING MODES:
LEGEND
BELOW 92%, USED ON THE GROUND
AT COLD TEMPERATURES ENGINE BLEED AIR
RAM AIR FLOW
VENTILATION AIR
BELOW 92%, USED ON THE GROUND HEATING AND DEFROSTING AIR
IN MILD TEMPERATURES
BLEED-AIR DISCHARGE
BELOW 92%, USED DURING IN-FLIGHT CABIN RETURN AIR
OPERATIONS. IN THIS MODE BLEED ELECTRICAL CONNECTION
AIR THROUGH THE FLOW CONTROL
VALVE ONLY IS UTILIZED. MECHANICAL CONNECTION
Figure 11-2. Cabin Heating, Ventilating, and Defrosting System

11 AIR CONDITIONING
CONTROLS AND INDICATIONS perature (overheat) conditions in the out-

let duct energizes the temperature sensor,
The cabin heating, ventilating, and defrosting which closes the flow control valve and
system controls are on the CABIN HEAT shuts off the source of hot bleed air from
control panel. the engine.
BLEED AIR HEAT Switch MIXING AIR Knob-GRD Position

A two-position BLEED AIR HEAT switch The MIXING AIR–push-pull control is used
controls the bleed air control valve (Figure to mix compressor bleed air with hot compres-
11-2). The ON position opens the flow control sor outlet air in the GRD position.
valve, allowing hot bleed air to flow to the
cabin heating system. The OFF position closes When the control is positioned to GRD (pulled
the valve, shutting off hot bleed air to the heat- out), warm compressor bleed valve air (P2.5)
ing system. mixes with hot compressor outlet air (P3) in
the mixer/muffler.
TEMP Selector Knob Use the GRD position during ground oper-
A rotary TEMP knob modulates the open- ation when warm compressor bleed valve air
ing and closing of the flow control valve, (P2.5) is available below 89% N g (PT6A-
which controls the volume and tempera- 114A) or 92% N g (for PT6A-114A engines)
ture of cabin airflow. Clockwise rotation of and when the bleed air is used to augment the
the knob increases the airflow volume and hot compressor outlet bleed air supply (P3)
temperature. in cold ambient temperatures.
NOTE MIXING AIR Knob-FLT Position

If more cabin heat is needed while The MIXING AIR-push-pull control mixes
on the ground, position the FUEL cabin return air with hot compressor outlet
CONDITION lever to HIGH IDLE. air in the FLT position.
Some delay (hysteresis) can occur when When the control is positioned to FLT (pushed
adjusting bleed air temperature. The re- in), cabin return air mixes with the hot com-
sulting volume of bleed air can be differ- pressor outlet air (P3) in the mixer/muffler.
ent when approaching a particular Recirculation of cabin return air enables the
temperature selector knob position from a heating system to maintain the desired temper-
clockwise direction versus a counterclock- ature for proper cabin heating.
wise direction.
Use the FLT position on the ground when am-
For best results rotate the temperature selec- bient temperatures are mild and maximum
tor knob fully clockwise and then slowly ro- heating is not required. When the switch is po-
tate it counterclockwise to decrease bleed air sitioned to FLT, the excess warm compressor
flow to the desired volume. bleed valve air (P2.5), available at power set-
tings below 92% N g for PT6A-114A engines,
A temperature sensor in the outlet duct exhausts overboard from the mixing air valve.
from the mixer/muffler operates in con-
junction with the TEMP knob. A high tem-

11 AIR CONDITIONING
NOTE CABIN HEAT FIREWALL

The MIXING AIR control must al- SHUTOFF Knob
ways be positioned to FLT (pushed A CABIN HEAT FIREWALL SHUTOFF knob
in) when the aircraft is in flight. i s o n t h e l owe r r i g h t s i d e o f t h e
Cabin return air must be allowed center pedestal (Figure 11-3).
to flow through the mixing valve
and blend with hot compressor out-
let air during high engine power
operation in order to maintain
proper temperature in the cabin heat
distribution system. If the FLT po-
sition is not used during flight, the
system can overheat and cause an
automatic shutdown.
AFT CABIN Position

The AFT CABIN position directs heated air
to the aft cabin.When the control is posi-
tioned to AFT CABIN (pulled out), heated
air is directed to the aft cabin heater out-
lets on the cabin sidewalls at floor level.
FWD CABIN–Position Figure 11-3. CABIN HEAT FIREWALL

SHUTOFF PULL OFF Knob
The FWD CABIN-PUSH position directs
heated air to the forward cabin. When the
control is positioned to FWD CABIN (pushed
in), heated air is directed to the forward cabin When pulled out, the knob actuates two f ire-
through four heater outlets behind the in- wall shutoff valves to the off position: one
strument panel and/or the two windshield in the bleed-air supply line to the cabin
defroster outlets. heating system and one in the cabin return
air line. The knob is to be pushed in, unless
Position the control to any intermediate set- a f ire is suspected in the engine
ting for the desired distribution of heated air compartment.
to the forward and aft cabins.
CAUTION
DEFROST–Position Do not position the CABIN HEAT
The DEFROST-push-pull control directs for- F I R E WA L L S H U TO F F k n o b t o
ward cabin air to the windshield defroster. OFF when the MIXING AIR control
When the control is positioned to DEFROST is positioned to GRD. Doing so
(pulled out), forward cabin air is directed to causes a compressor stall at low
two defroster outlets at the base of the wind- power settings when the compres-
shield. Note that the AFT CABIN-PULL/FWD sor bleed valve is open. The engine
CABIN-PUSH control must be pushed in for must be shut down to relieve back
forward cabin air defrosting. pressure on the valves prior to open-
ing the valves.

11 AIR CONDITIONING
Instrument Panel Vent Knobs

Two VENT knobs are on each side of the instru-
ment panel. Each knob is used to control ven-
tilation from an outlet next to each knob. Pulling
each knob opens a small air door on the fuse-
lage exterior, which admits ram air for distri-
bution through the ventilating outlet (Figure
11-5).
Figure 11-5. Instrument Panel Vent Knobs
Figure 11-4. VENT AIR Control Knobs LIMITATIONS

For specific limitations procedures, refer to the
POH/AFM.
VENT AIR Control Knobs
Two rotary VENT AIR control knobs are on the
overhead console (Figure 11-4). The knobs EMERGENCY/ABNORMAL
control operation of the shutoff valves in each For specific emergency/abnormal procedures,
wing, which control the airflow to the cabin. refer to the POH/AFM.
The right knob controls the right wing shut-
off valve and the left knob controls the left
wing shutoff valve.
When the VENT AIR control knobs are posi-

tioned to CLOSE, the wing shutoff valves are
closed. Rotating the knobs to the FAN/OPEN po-
sition progressively opens the wing shutoff
valves. If the aircraft has cabin ventilation fans
but no air conditioning, then rotating the knobs
to the full FAN/OPEN position also activates the
ventilation fans.

11 AIR CONDITIONING
QUESTIONS
1. The minimum Ng when operating the air
conditioning on the ground is:
A. 70%
B. 65%
C. 56%
D. 54%
2. What must be accomplished when

operating the air conditioning on the
ground if ITT threatens to exceed or
685°C:
A. Advance the condition lever
B. Open outside air vents
C. Position AC FANS to HIGH
D. Po s i t i o n t h e B L E E D A I R H E AT
switch to ON
3. Operation of the air conditioner can cause

compass deviation of more than:
A. 10°
B. 15°
C. 18°
D. 20°
4. The air conditioning system is:

A. Powered by the propeller reduction
system
B. Electrically operated
C. Belt operated by the engine accessory
section
D. Extracts energy from exhaust gases as
its power source

12 PRESSURIZATION
is not applicable to this particular aircraft.
13 HYDRAULIC POWER
SYSTEM
can be found in Chapter 14, Landing Gear and Brakes.
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR SYSTEM................................................................................................ 14-2
Description .................................................................................................................... 14-2
Components................................................................................................................... 14-2
Operation ....................................................................................................................... 14-2
Limitations..................................................................................................................... 14-2
BRAKE SYSTEM ................................................................................................................ 14-3
Description .................................................................................................................... 14-3
Components................................................................................................................... 14-3
Operation ....................................................................................................................... 14-4
14 LANDING GEAR
Limitations..................................................................................................................... 14-4
AND BRAKES
QUESTIONS......................................................................................................................... 14-5

ILLUSTRATIONS
Figure Title Page
14-1 Landing Gear System ............................................................................................ 14-2
14-2 Nose Gear Frangible Stop...................................................................................... 14-3
14-3 Brake Side.............................................................................................................. 14-3
14-4 Brake Fluid Reservoir............................................................................................ 14-4
14-5 Parking Brake ........................................................................................................ 14-4
14 LANDING GEAR
AND BRAKES

CHAPTER 14
LANDING GEAR AND BRAKES
14 LANDING GEAR
AND BRAKES
INTRODUCTION
This chapter describes the landing gear and brake system on the Cessna Caravan 208
G1000. Information is provided on the main and nose gear, shock absorption, and brakes.
GENERAL
The tricycle type landing gear on the Cessna The aircraft has a single disc brake on the
Caravan 208 G1000 consists of a steerable main landing gear wheels. The nosewheel has
nosewheel and two main wheels. Shock ab- no brake.
sorption is provided by tubular, spring-steel
main landing gear struts, and a nose gear oil-
f illed shock strut.

LANDING GEAR OPERATION

SYSTEM Effective ground control while taxiing is ac-
complished through nosewheel steering using
the rudder pedals to steer the nosewheel in
DESCRIPTION the respective direction. When the rudder pedal
The landing gear is a f ixed-gear tricycle type is pressed, a spring-loaded steering bungee,
gear with a steerable nosewheel and two main which is connected to the nose gear and rud-
wheels (Figure 14-1). der bars, turns the nosewheel through an arc
of approximately 15° each side of center. By
applying differential braking the degree of
COMPONENTS turn can be increased up to 51.5° each side of
center.
Shock Absorption
Main gear shock absorption is provided by a LIMITATIONS
tubular, main gear spring with a center main
gear tube connecting the two outer main gear The nose gear must not be turned more than
legs at the gear attach trunnions. The nose 51.5° either side of center during towing. The
gear has an oil snubber shock strut and a tu- towing limits are indicated by red stripes on
bular spring-type drag link. each side of the nose gear faring. Exceeding
this limit can damage the gear. The nose gear
has a frangible stop, which breaks off if the lim-
RIGHT MAIN
GEAR SPRING
RIGHT MAIN
ATTACH TRUNNION
RIGHT MAIN WHEEL
CENTER MAIN GEAR SPRING

STEEL TUBE
AXLE FITTING
14 LANDING GEAR
SHIMMY LEFT MAIN

ATTACH TRUNNION
AND BRAKES
DAMPENER RIGHT BRAKE

SHOCK STRUT
TRUNNION LEFT MAIN

GEAR SPRING
AFT SUPPORT
FORWARD
SUPPORT
LEFT MAIN WHEEL

DRAG LINK
SPRING
NOSEWHEEL
Figure 14-1. Landing Gear System

its are exceeded during towing (Figure 14-2). Maintain directional control using the
The stop is attached by a small cable, which brake on the wheel with the inflated tire as
retains the stop as an indication of possible required.
nose gear damage.
Landing With A Flat Nose Tire
Move passengers and baggage aft if practi-
cal. Remain within approved center-of-grav-
ity envelope. Approach the airport using full
flaps. Upon touchdown, keep the nose wheel
off the pavement for as long as possible dur-
ing the landing roll. Use the minimum amount
of braking necessary.
BRAKE SYSTEM
DESCRIPTION
The aircraft has a single-disc, hydrauli-
cally actuated brake on each main landing
gear wheel. Each brake is connected by a
Figure 14-2. Nose Gear Frangible Stop hy d r a u l i c l i n e , t o a m a s t e r cy l i n d e r a t -
tached to each of the pilot r udder pedals
(Figure 14-3).
For additional information on limitations for
this aircraft, refer to the Pilot’s Operating
Handbook and FAA-approved Airplane Flight
Manual (POH/AFM).
EMERGENCY/ABNORMAL
14 LANDING GEAR
Landing With A Flat Main Tire
AND BRAKES
Fly the aircraft as desired to lighten the fuel
load. Position the FUEL SELECT switch to the
OFF position on the opposite side of the flat
tire. This lightens the load on the side of the
flat tire.
CAUTION
Figure 14-3. Brake Side
Maximum fuel imbalance is 200
pounds.
COMPONENTS
Approach the airport with flaps at the
FULL position. Touchdown on the inflated A brake fluid reservoir just forward of the
tire f irst. Hold the aircraft off the flat tire firewall on the left side of the engine compart-
as long as possible with aileron control. ment provides additional brake fluid for the

brake master cylinders (Figure 14-4). Check To apply the parking brake, set the brakes with
the fluid in the reservoir for proper level prior the rudder pedals and pull the handle aft. To
to each flight. Ref ill the reservoir with MIL- release the parking brake, push the handle
H-5606 hydraulic fluid. fully in.
For maximum brake life, keep the brake sys-

tem properly maintained. For aircraft with
metallic brakes, which is most of the 208 and
208B aircraft, hard brake application is ben-
ef icial in that the resulting higher brake tem-
peratures help to maintain proper brake glazing
and expected brake life. Conversely, the habit-
ual use of light and conservative brake appli-
cation is detrimental to metallic brakes.
LIMITATIONS
For information on limitations for this air-
craft, refer to the POH/AFM.
Figure 14-4. Brake Fluid Reservoir
EMERGENCY/ABNORMAL
Check the aircraft for the following signs of
OPERATION impending brake failure, which include:
The brakes are operated by applying pressure
to the top of either the left (pilot) or right • Gradual decrease in braking action after
(front passenger) set of rudder pedals, which brake application
are interconnected. • Noise or dragging brakes
• Soft or spongy pedals
When the aircraft is parked, both main wheel
brakes can be set using the parking brake, • Excessive travel and weak braking ac-
which is operated by a handle on the lower left tion
side of the instrument panel (Figure 14-5).
14 LANDING GEAR
If potential brake failure is indicated, then the

AND BRAKES
brake system requires immediate attention.

If, during taxi or landing, braking action de-
creases, let up on the pedals and then reapply
the brakes with heavy pressure. If the brakes
become spongy or pedal travel increases,
pumping the pedals can build braking pressure.
If one brake becomes weak or fails, use the
other brake sparingly while using the opposite
rudder, as required to offset the good brake.
Figure 14-5. Parking Brake

QUESTIONS
1. If the nose gear is turned past the
maximum placarded travel limit:
A. The frangible stop will be sheared off.
B. The entire nose gear must be replaced.
C. No damage has been done.
D. The aircraft must not be moved.
2. The rudder pedals can be used to steer the

nose gear approximately:
A. 50° either side of center
B. 26° either side of center
C. 15° either side of center
D. 10° either side of center
3. The parking brake is applied by:

A. Pumping the parking brake handle
until the brakes are set
B. Setting the brakes with the rudder
pedals and pulling the parking brake
handle aft
C. Pressing the toe brakes and pulling
the parking brake handle aft
D. None of the above
14 LANDING GEAR
AND BRAKES

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
Description .................................................................................................................... 15-2
Components................................................................................................................... 15-2
Controls ......................................................................................................................... 15-2
SECONDARY FLIGHT CONTROLS.................................................................................. 15-2
Wing Spoiler.................................................................................................................. 15-2
Trim Systems................................................................................................................. 15-2
Control Locks ................................................................................................................ 15-4
Stall Warning System .................................................................................................... 15-5
Wing Flap System ......................................................................................................... 15-5
Standby Flap System ..................................................................................................... 15-6
QUESTIONS......................................................................................................................... 15-9
15 FLIGHT CONTROLS

ILLUSTRATIONS
Figure Title Page
15-1 Wing Spoiler .......................................................................................................... 15-2
15-2 Aileron Servo Tab .................................................................................................. 15-3
15-3 Aileron Trim Tab.................................................................................................... 15-3
15-4 AILERON TRIM Knob ......................................................................................... 15-3
15-5 ELEVATOR TRIM Wheel ..................................................................................... 15-3
15-6 Control Wheel Lock .............................................................................................. 15-4
15-7 Rudder Lock .......................................................................................................... 15-4
15-8 Stall Warning Vane ................................................................................................ 15-5
15-9 Wing Flap............................................................................................................... 15-5
15-10 Wing Flaps Selector Lever and Position Indicator ................................................ 15-6
15-11 Overhead Panel ...................................................................................................... 15-7
15 FLIGHT CONTROLS

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the flight controls on the Cessna Caravan 208 G1000. The air-
craft is equipped with f ixed and movable surfaces that provide stability and control dur-
ing flight. The primary flight controls are ailerons, rudder, and elevators. Secondary flight
controls include spoilers, trim devices, and flaps. Information on the stall warning sys-
tem and control locks is also provided.
15 FLIGHT CONTROLS
GENERAL
The flight control system on the aircraft in- mechanical linkages using a control wheel for
cludes conventional aileron, elevator, and rud- the ailerons, spoilers, and elevator, and rud-
der control surfaces, and a pair of spoilers der/brake pedals for the rudder.
above the outboard ends of the flaps. The con-
trol surfaces are manually operated through

PRIMARY FLIGHT SECONDARY FLIGHT

CONTROLS CONTROLS
The secondary flight controls include the
DESCRIPTION wing spoilers, the trim systems, and control
The primary flight controls include the locks.
ailerons, rudder, and elevator. These flight
controls are controlled using the control yoke WING SPOILER
and column and the rudder pedals.
The wing spoilers improve lateral control of
the aircraft at low speeds by disrupting lift
COMPONENTS over the appropriate flap (Figure 15-1).
Ailerons
Ailerons on the outboard trailing edge of both
wings provide lateral (roll) control about the
longitudinal axis.
Rudder
The rudder, hinged to the trailing edge of the
vertical stabilizer, provides directional control
about the vertical axis (yaw).
Elevator Figure 15-1. Wing Spoiler

The elevators on the trailing edge of the hor-
izontal stabilizer provide longitudinal con-
The spoilers are interconnected with the
trol about the lateral axis (pitch).
aileron system through a pushrod, to an arm
of the aileron bellcrank. While the move-
CONTROLS ment of the spoilers begins simultaneously
with the upward travel of the aileron, move-
Control Yoke and Column ment of the spoilers for the f irst 5° of aileron
travel is negligible.
The pilot and copilot (front passenger) have
conventional control yokes and columns. Once the aileron is deflected upward past
Control inputs are transmitted to the ailerons 5°, the spoiler deflection rate is propor-
and elevators through cables and bellcranks. tional to the aileron until they reach the
full-up position. When the aileron is de-
15 FLIGHT CONTROLS
Rudder Pedals flected downward, the spoiler is completely

retracted. Aileron ser vo tabs provide re-
Rudder pedals are provided for the pilot and duced maneuvering control wheel forces
copilot (front passenger). Control inputs trans- (Figure 15-2).
mit to the rudder through cables. Depressing
the top of the nonadjustable rudder pedals ac-
tivates the brakes. TRIM SYSTEMS
Manually operated aileron, elevator, and rud-
der trim systems are provided. Aileron trim-

Figure 15-2. Aileron Servo Tab
ming is achieved by a trimmable servo tab at-

tached to the right aileron (Figure 15-3). The
trim tab is connected mechanically to the
AILERON TRIM knob on the control pedestal Figure 15-4. AILERON TRIM Knob
(Figure 15-4).
Elevator trimming is accomplished through
two cable operated trim tabs using the ELE-
VATOR TRIM wheel on the top left side of the
control pedestal (Figure 15-5).
Figure 15-3. Aileron Trim Tab

15 FLIGHT CONTROLS
Operation
Rotating the AILERON TRIM knob to the
right (clockwise) trims the right wing down;
rotating the knob to the left (counterclock-
wise) trims the left wing down. Figure 15-5. ELEVATOR TRIM Wheel

Rudder trimming is accomplished through

the RUDDER TRIM wheel on the control
pedestal, which is attached to the forward
rudder torque tube and nose gear steering
pushrod by rotating the RUDDER TRIM
wheel either left or right to the desired trim
position. Rotating the elevator wheel to the
right trims nose right; conversely, rotating
it to the left trims nose left.
Emergency/Abnormal
The ability to trim the rudder depends upon
the nose gear extending fully and locking
into the center position. If the nose gear is
not locked in the center position, moving the Figure 15-6. Control Wheel Lock
RUDDER TRIM wheel only moves the nose-
wheel left or right and does not affect the
rudder. If several attempts to trim the rud- tion of the lock places the flag over the left
d e r h av e n o a p p a r e n t e ff e c t o n c o n t r o l sidewall switch panel.
forces, center the rudder trim control for the
remainder of the flight and notify mainte- The aircraft is equipped with a rudder gust lock
nance upon landing. operated by an external handle on the left side
of the tail cone (Figure 15-7)
CONTROL LOCKS
A control lock is provided to lock the aileron
and elevator control surfaces. Locking the
control surfaces prevents wind buffeting dam-
age to these systems while the aircraft is
parked.
The lock includes a shaped steel rod and flag.

The flag identif ies it as a control lock and
cautions about its removal before starting the
engine (Figure 15-6).
Operation
To install the control lock, align the hole in the
Figure 15-7. Rudder Lock
right side of the pilot control wheel shaft with
15 FLIGHT CONTROLS
the hole in the right side of the shaft collar on

the instrument panel, and insert the rod into
the aligned holes The rudder gust lock has a fail-safe connec-
tion to the elevator control system to ensure
Installing the lock secures the ailerons in a neu- it is disengaged before the aircraft becomes air-
tral position and the elevators in a slightly borne. The connection automatically disen-
trailing-edge down position. Proper installa- gages the lock when the elevator is deflected
upward from neutral.

tional if the war ning hor n sounds as the

CAUTION vane is pushed upward.
Remove or unlock the control lock
and other types of locking devices Emergency/Abnormal
prior to starting or towing the aircraft
engine. The stall warning system is protected by a
STALL WARN circuit breaker, which can be
pulled to shut off the warning horn in the event
STALL WARNING SYSTEM the vane sticks in the ON position.
The vane-type stall warning unit is in the lead- WARNING
ing edge of the left wing (Figure 15-8). It is
electrically connected to a stall warning horn The circuit breaker must be pushed
in the pilot overhead panel. in for landing.
The following applies to later SNs and earlier

aircraft modif ied with the applicable service
kit. To preclude or disable nuisance stall warn-
ings during ground operations, push the con-
trol yoke forward to the stop. This engages the
ground stall warning disable switch.
WING FLAP SYSTEM

The wing flaps are large-span, single-slot,
and are driven by an electric motor (Figure 15-
Figure 15-8. Stall Warning Vane 9). The system is protected by the FLAP
MOTOR circuit breaker on the CB panel.
The vane and sensor unit in the wing lead-
ing edge is equipped with a heating ele-
ment. The heated part of the system is
operated by the STALL HEAT switch on
the ANTI-ICE switch panel and is protected
by the STALL WARN circuit breaker on
the CB panel.
Controls and Indications

The vane in the wing senses the change in air-
flow over the wing and operates the warning horn
15 FLIGHT CONTROLS
at airspeeds of between 5 and 10 knots above the

stall in all configurations.
Operation
Figure 15-9. Wing Flap
Check the stall warning system during the
preflight inspection by momentarily turn-
ing the BATTERY switch ON and actuating
the vane in the wing. The system is opera-

Operation Emergency/Abnormal
The wing flaps are extended or retracted by po- Asymmetric Flap Extension or
sitioning the wing flaps selector lever on the Retraction
control pedestal to the desired flap
d e f l e c t i o n p o s i t i o n ( Fi g u r e 1 5 - 1 0 ) . T h e If the aircraft experiences asymmetric (uneven)
s el e c t o r leve r i s m ove d u p o r d ow n i n a flap extension or an uncommanded flap retrac-
slotted panel that provides mechanical stops tion, apply the ailerons and rudder to stop the
at the 10° and 20° positions. A white-tipped roll. Place the wing flaps selector to the UP po-
pointer on the left side of the lever sition, and reduce airspeed to 100 KIAS or
indicates flap position. less. If both flaps retract to a symmetrical set-
ting, plan a flaps up landing (refer to the POH
/AFM for increase in approach speed and land-
ing distances).
If both flaps cannot be retracted to a sym-

metrical setting, land as soon as practical
while maintaining a minimum airspeed of
SELECTOR LEVER 90 KIAS on the approach. Avoid a nose-
high flare on landing.
Flaps Fail to Extend or Retract

If flaps fail to extend or retract, check that the
FLAP MOTOR and STBY FLAP MOTOR cir-
cuit breakers are pushed in. If flaps still fail
to extend or retract:
• Move the guarded and safety-tied STBY
FLAP MOTOR switch (overhead) by
breaking the safety wire and position the
switch to STBY.
• Move the guard on the STBY FLAP
MOTOR switch; this breaks the safety
wire. Position the switch to the UP or
DOWN position. Hold the switch until
POSITION INDICATOR the flaps reach the desired position.
Release the switch before the flaps reach
Figure 15-10. Wing Flaps Selector Lever their full up or full down travel.
and Position Indicator
STANDBY FLAP SYSTEM

Limitations
A standby system can operate the flaps if the
15 FLIGHT CONTROLS
Approved for: primary system malfunctions. The standby

• Takeoff range.......................... 0° to 20° system includes (Figure 15-11):
• Landing range .................. 0° to FULL • Standby motor
• Guarded and safety-tied (with break-
Refer to the Pilot’s Operating Handbook and the able copper wire) STBY FLAP MOTOR
FA A A p p r ove d A i r p l a n e F l i g h t M a n u a l switches
(POH/AFM) for detailed information about
takeoff and landing performance. ° NORMAL–STBY positions
° UP–DOWN positions

Figure 15-11. Overhead Panel
Controls and Indications

The guarded STBY FLAP MOTOR switch has
NORM and STBY positions. The guarded
NORM position permits operation of the flap
using the selector on the control pedestal. The
STBY position disables the primary flap motor.
The other STBY FLAP MOTOR switch has UP,
OFF, and DOWN positions.
Operation
To operate the flaps with the standby system, lift
the guard and place the STBY FLAP MOTOR
switch in the STBY position.
Lift the guard and actuate the STBY FLAP

MOTOR UP–DOWN switch momentarily to
UP or DOWN as needed. Observe the flap po-
sition indicator while operating the standby
system. Since the standby flap system does not
have limit switches or dynamic breaking, ac-
tuation of the STBY FLAP MOTOR–UP
–DOWN switch must be stopped before the
flaps reach full up or down travel to prevent
damage to the flap motor mounts.
15 FLIGHT CONTROLS

QUESTIONS
1. The wing spoilers on the Caravan 208
G1000:
A. Are used as speed reduction devices
B. Improve lateral control of the aircraft
at low speeds
C. Increase the effectiveness of the flaps.
D. Balance control forces in the aileron
system
2. The rudder lock:

A. Must be pulled out during engine start
B. Must be pushed in to lock the rudder
C. Must be released before towing the
aircraft
D. Is on the center pedestal
3. The rudder trim system:

A. Operates a trim tab on the rudder
B. Is operated electrically
C. Moves only the rudder
D. Is controlled by a knob on the instru-
ment panel
4. The standby flap system is operated:

A. Until the flaps reach their stops
B. U n t i l t h e f l a p p o s i t i o n i n d i c a t o r
reaches the desired setting
C. By using the crank on the overhead
panel
D. Hydraulically
15 FLIGHT CONTROLS

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
OPERATION......................................................................................................................... 16-4
PFD/MFD Controls ....................................................................................................... 16-4
Automatic Flight Control System Controls................................................................... 16-5
Audio Panel Controls .................................................................................................... 16-8
Power Up ....................................................................................................................... 16-8
PFD Display ................................................................................................................ 16-10
MFD Display............................................................................................................... 16-23
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................. 16-38
Flight Director ............................................................................................................. 16-40
Autopilot and Yaw Damper Operation ........................................................................ 16-41
HAZARD AVOIDANCE .................................................................................................... 16-46
XM Satellite Weather®................................................................................................ 16-46
Maximum Permissible Exposure Level ...................................................................... 16-47
Terrain Awareness and Warning System ..................................................................... 16-47
Traffic Advisory System ............................................................................................. 16-50
LIMITATIONS.................................................................................................................... 16-50
EMERGENCY/ABNORMAL............................................................................................ 16-50
Stuck Microphone ....................................................................................................... 16-50
COM Tuning Failure ................................................................................................... 16-51

16 AVIONICS
PFD Failure ................................................................................................................. 16-51

Audio Panel Failure..................................................................................................... 16-52
Reversionary Mode ..................................................................................................... 16-52
Failure Mode Effects for G1000® LRU Failures ........................................................ 16-52
QUESTIONS ...................................................................................................................... 16-57

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1 Integrated Avionics System ................................................................................... 16-2
16-2 Garmin G1000® Integrated Avionics Architecture................................................ 16-3
16-3 PFD/MFD Controls................................................................................................ 16-4
16-4 Mode Controller (GMC 710)................................................................................. 16-6
16-5 Audio Panel Controls (GMA 1347) ...................................................................... 16-8
16-6 PFD Initialization ................................................................................................ 16-10
16-7 MFD Power Up Page........................................................................................... 16-10
16-8 Primary Flight Display (Default) ........................................................................ 16-11
16-9 Additional PFD Information ............................................................................... 16-12
16-10 Airspeed Indicator and Pointer at VMO ............................................................... 16-13
16-11 Attitude Indicator................................................................................................. 16-14
16-12 Slip/Skid Indicator............................................................................................... 16-14
16-13 Altimeter.............................................................................................................. 16-14
16-14 Vertical Speed and Deviation Indicators (VSI and VDI) .................................... 16-15
16-15 Glide Slope Indicator........................................................................................... 16-15
16-16 Glidepath Indicator .............................................................................................. 16-16
16-17 Horizontal Situation Indicator (HSI)................................................................... 16-16
16-18 Course Deviation Indicator.................................................................................. 16-17
16-19 Navigation Sources.............................................................................................. 16-17
16-20 Omni-Bearing Selector (OBS) Mode .................................................................. 16-18
16-21 Suspending Automatic Waypoint Sequencing..................................................... 16-18
16-22 Turn Rate Indicator and Trend Vector ................................................................. 16-19
16-23 HSI with Bearing and DME Information............................................................ 16-19

16 AVIONICS
16-24 Wind Data............................................................................................................ 16-20

16-25 Marker Beacon Annunciations ............................................................................ 16-20
16-26 G1000® Alerting System .................................................................................... 16-20
16-27 Traffic and TAWS Indications (Example) ........................................................... 16-21
16-28 Terrain Colors ...................................................................................................... 16-22
16-29 Current Radar Height .......................................................................................... 16-22
16-30 ALT Setting (Timer/Refences/Window).............................................................. 16-22
16-31 RA as Altitude Source for MDA/DH .................................................................. 16-22
16-32 Altimeter Displaying the Ground Line (RAD ALT) ........................................... 16-22
16-33 Radar Altimeter Invalid Data............................................................................... 16-23
16-34 MFD Normal Operations..................................................................................... 16-23
16-35 MFD Reversionary Mode.................................................................................... 16-23
16-36 Engine Indications ............................................................................................... 16-24
16-37 ITT Gauge Status Annunciations ........................................................................ 16-25
16-38 Anti-Ice System Indications ................................................................................ 16-25
16-39 System Display .................................................................................................... 16-26
16-40 Anti-Ice System Indications (Optional) .............................................................. 16-27
16-41 Page Menu Examples .......................................................................................... 16-28
16-42 Map Pages............................................................................................................ 16-28
16-43 Waypoint Pages.................................................................................................... 16-30
16-44 Auxiliary Pages ................................................................................................... 16-31
16-45 Nearest Page ........................................................................................................ 16-32
16-46 Flight Plan Pages ................................................................................................. 16-33
16-47 Procedure Pages................................................................................................... 16-33
16-48 Selecting a COM Radio for Transmit.................................................................. 16-35
16-iv FOR TRAINING PURPOSES ONLY

16 AVIONICS
16-49 Switching COM Tuning Boxes............................................................................ 16-35
16-50 Tuning 121.500 MHz........................................................................................... 16-35
16-51 NAV Frequency Tuning ....................................................................................... 16-36
16-52 Selecting a NAV Radio for Navigation ............................................................... 16-36
16-53 Selecting a NAV Radio Receiver......................................................................... 16-36
16-54 Intercom Controls ................................................................................................ 16-37
16-55 Volume/Squelch Control...................................................................................... 16-38
16-56 Clearance Recorder Play Function ...................................................................... 16-38
16-57 GFC 700 Mode Control Unit .............................................................................. 16-39
16-58 Additional AFCS Controls .................................................................................. 16-40
16-59 PFD AFCS Display.............................................................................................. 16-42
16-60 Flight Director Selection Indications .................................................................. 16-43
16-61 Autopilot and Yaw Damper Engaged .................................................................. 16-45
16-62 CWS Annunciation.............................................................................................. 16-45
16-63 Manual Autopilot Disengagement....................................................................... 16-45
16-64 Yaw Damper Disengagement .............................................................................. 16-45
16-65 Automatic Autopilot and Yaw Damper Disengagement...................................... 16-45
16-66 Weather Data Link Page ...................................................................................... 16-47
16-67 MPEL Boundary.................................................................................................. 16-47
16-68 Terrain Altitude/Color Correlation for TAWS ..................................................... 16-48
16-69 Traffic Map Page................................................................................................. 16-51
16-70 Stuck Microphone Alert ...................................................................................... 16-51
16-71 COM Tuning Failure............................................................................................ 16-51
16-73 PFD1 Display After PFD2 Failure....................................................................... 16-52
16-72 Frequency Section of PFD2 Display After PFD1 Failure ................................... 16-52
16-74 Display Backup Button........................................................................................ 16-52
FOR TRAINING PURPOSES ONLY 16-v

16 AVIONICS
TABLES
Table Title Page
16-1 PFD/MFD Controls ............................................................................................... 16-5
16-2 Mode Controls ....................................................................................................... 16-7
16-3 Audio Panel Controls............................................................................................. 16-9
16-4 Automatic GPS CDI Scaling ............................................................................... 16-17
16-5 Radar Altimeter Sensitivity ................................................................................. 16-22
16-6 Indications and Description................................................................................. 16-25
16-7 System Gauge Indications and Description ........................................................ 16-27
16-8 Approach Types ................................................................................................... 16-34
16-9 ICS Isolation Modes ............................................................................................ 16-37
16-10 Flight Director Activation.................................................................................... 16-41
16-11 AFCS Status Alerts.............................................................................................. 16-42
16-12 Flight Director Vertical Modes............................................................................ 16-43
16-13 Flight Director Lateral Modes............................................................................. 16-44
16-14 Precipitation Intensity Levels .............................................................................. 16-48
16-15 TAWS Obstacle Colors and Symbology.............................................................. 16-48
16-16 TAWS Alerts Summary ....................................................................................... 16-49
16-17 TAS Symbol Descriptions ................................................................................... 16-50
16-18 Failure Mode Effects for G1000® LRU Failures ................................................ 16-53
FOR TRAINING PURPOSES ONLY 16-vii

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
This chapter is an overview of the integrated avionics systems on the Cessna Caravan
208 G1000 ® .
GENERAL
The integrated avionics system presents flight The system uses G1000 ® line replaceable units
instrumentation, position, navigation, com- (LRUs) for the major subsystems and sup-
munication, hazard, and identif ication infor- porting equipment. The system is regulated and
mation to the pilot through large for mat coordinated by central processing computers
displays (Figure 16-1). The system includes a in the two Garmin ® integrated avionics units
weather radar, terrain avoidance and warning (GIAs), which contain essential navigation
system (TAWS) information, flight informa- and communications avionics equipment
tion, and traff ic advisory system (TAS). (Figure 16-2).

16 AVIONICS
Figure 16-1. Integrated Avionics System

HIGH-SPEED DATA BUS (ETHERNET)
GDL 69A
XM SATELLITE
RADIO RECEIVER
REAL-TIME WEATHER
DIGITAL AUDIO ENTERTAINMENT

GWX 68
ONBOARD
GDC 74A #1 RADAR GDC 74A #2
AIR DATA AIR DATA
NO. 1 GIA 63W COMPUTER COMPUTER NO. 2 GIA 63W
INTEGRATED AVIONICS UNIT OAT OAT INTEGRATED AVIONICS UNIT
AIRSPEED AIRSPEED
SYSTEM INTEGRATION PROCESSORS ALTITUDE ALTITUDE SYSTEM INTEGRATION PROCESSORS
I/O PROCESSORS VERTICAL SPEED VERTICAL SPEED I/O PROCESSORS
VHF COM VHF COM
VHF NAV/LOC VHF NAV/LOC
GPS GPS
GLIDE SLOPE GRS 77 #1 GRS 77 #2 GLIDE SLOPE
AFCS MODE LOGIC AHRS AHRS AFCS MODE LOGIC
FLIGHT DIRECTOR CALCULATIONS ATTITUDE ATTITUDE FLIGHT DIRECTOR CALCULATIONS
SERVO MANAGEMENT RATE OF TURN RATE OF TURN SERVO MANAGEMENT
GPS OUTPUT SLIP/SLID SLIP/SLID GPS OUTPUT
GEA 71
ENGINE/AIRFRAME
UNIT
GMU 44 #1 GMU 44 #2
MAGNETOMETER MAGNETOMETER
GTX 33 HEADING HEADING GTX 33
TRANSPONDER TRANSPONDER
GSA 81 GSA 81 GSA 80 GSA 80

PITCH TRIM PITCH ROLL YAW
16-3
Figure 16-2. Garmin G1000® Integrated Avionics Architecture
16 AVIONICS
16 AVIONICS
OPERATION PFD/MFD CONTROLS

The PFD/MFD controls are illustrated in
The avionics system controls are on the pri- Figure 16-3 and described in Table 16-1.
mary flight display (PFD) and multifunction
display (MFD) bezels, the mode controller, The bottom of each display includes softkeys.
and the audio panel. Which softkeys are displayed depends on the
selected softkey level or the page being dis-
played.
COM FREQUENCY TRANSFER KEY COM VOL/SQ

NAV VOL/ID KNOB DUAL COM KNOB KNOB
NAV FREQUENCY
BARO KNOB
DUAL NAV KNOB JOYSTICK
DIRECT-TO KEY ( ) MENU KEY

A
FPL KEY PROC KEY
CLR KEY ENT KEY
DUAL FMS KNOB
DETAIL A
Figure 16-3. PFD/MFD Controls

16 AVIONICS
Table 16-1. PFD/MFD CONTROLS
CONTROL FUNCTION
NAV VOL/ID knob Controls NAV audio volume level. Press to toggle the Morse code identifier audio ON
and OFF. Volume level is shown in the NAV frequency field as a percentage.
NAV frequency Toggles the standby and active NAV frequencies transfer key
Dual NAV knob Tunes the standby frequencies for the NAV receiver (large knob for MHz; small knob
for kHz). Press to switch the tuning box (cyan box) between NAV1 and NAV2.
Joystick Changes the map range when rotated. Activates the map pointer when pressed.
BARO knob Sets the altimeter barometric pressure. Press to enter standard pressure (29.92).
Dual COM knob Tunes the standby frequencies for the COM transceiver (large knob for MHz; small
knob for kHz). Press to switch the tuning box (cyan box) between COM1 and COM2.
COM frequency Toggles the standby and active COM frequencies. Press and hold this key for 2
transfer key seconds to tune the emergency frequency (121.5 MHz) automatically into the active
frequency field.
COM VOL/SQ knob Controls COM audio volume level. Volume level is shown in the COM frequency field
as a percentage. Press to turn the COM automatic squelch ON and OFF.
Direct-to key Allows the user to enter a destination waypoint and establish a direct course to the
selected destination (the destination is either specified by the identifier, chosen from
the active route, or taken from the map pointer position).
FPL key Displays the active flightplan page for creating and editing the active flightplan.
CLR key Erases information, cancels entries, or removes page menus.
Dual FMS knob Flight management system (FMS) knob. Press the FMS knob to turn the selection cursor
ON and OFF. When the cursor is ON, data can be entered in the applicable window
by rotating the small and large knobs. The large knob moves the cursor on the page,
while the small knob selects individual characters for the highlighted cursor location.
MENU key Displays a context-sensitive list of options. This list allows the user to access
additional features or make setting changes that relate to particular pages.
PROC key Gives access to IFR departure procedures (DPs), arrival procedures (STARs), and
approach procedures (IAPs) for a flightplan. If a flightplan is used, available
procedures for the departure and/or arrival airport are automatically suggested.
These procedures can then be loaded into the active flightplan. If a flightplan is not
used, both the desired airport and the desired procedure can be selected.
ENT key Validates or confirms a menu selection or data entry.
AUTOMATIC FLIGHT CONTROL Additional AFCS Controls

SYSTEM CONTROLS The AP DISC (autopilot disconnect) switch,
The automatic flight control system (AFCS) CWS (control wheel steering) button, GO
is controlled through the GMC 710 mode con- AROUND switch, and MEPT (manual electric
troller are illustrated in Figure 16-4 and de- pitch trim) switch are additional AFCS con-
scribed in Table 16-2. trols in the cockpit and are separate from the
mode controller. These controls are discussed
in detail in the AFCS section.

16 AVIONICS
16-6

HDG KEY APR KEY NAV KEY FD KEY XFR KEY ALT KEY VS KEY FLC KEY
HDG BC KEY CRS1 BANK KEY AP KEY YD KEY ALT SEL VNV KEY NOSE SPD KEY CRS2 KNOB
KNOB KNOB KNOB UP/DN
WHEEL
Figure 16-4. Mode Controller (GMC 710)

Table 16-2. MODE CONTROLS
HDG key Selects/deselects heading select mode.

APR key Selects/deselects approach mode.
NAV key Selects/deselects navigation mode.
FD key Activates/deactivates the FD in the default pitch and roll modes. If the autopilot is
engaged, the FD key is disabled.
XFR key Switches the autopilot between the pilot and the copilot FDs. This selection
also selects which air data computer (ADC) is communicating with the active transponder and

which PFD triggers the altitude alert. Upon power-up, the pilot-side FD is selected.
ALT key Selects/deselects altitude hold mode.
VS key Selects/deselects vertical speed mode.
FLC key Selects/deselects flight level change mode.

CRS2 knob Sets the copilot-selected course on the horizontal situation indicator (HSI) of PFD2 when the
VOR1, VOR2, or OBS/SUSP mode is selected. Pressing this knob centers the course deviation
indicator (CDI) on the currently selected VOR. The copilot-selected course provides course
reference to the copilot FD when operating in navigation and approach modes.
SPD key Disabled on Caravan. If pressed, “SPD NOT AVAIL” is annunciated on the PFD.
NOSE UP/DN Controls the active mode reference for the pitch, vertical speed, and flight level
wheel change modes.
VNV key Selects/deselects vertical navigation mode.
ALT SEL knob Sets the selected altitude in the selected altitude box. In addition to providing the standard
G1000 altitude alerter function, selected altitude provides an altitude setting for the altitude
capture/hold mode of the AFCS.
YD key Engages/disengages the YD.
AP key Engages/disengages the AP.
BANK key Selects/deselects low bank mode.
CRS1 knob Sets the pilot-selected course on the HSI of PFD1 when the VOR1, VOR2, or OBS/SUSP
mode is selected. Pressing this knob centers the CDI on the currently selected VOR. The
pilot-selected course provides course reference to the pilot-side FD when operating
in navigation and approach modes.
BC key Selects/deselects backcourse mode.
HDG knob Sets the selected heading on the HSI. When operating in heading select mode, this knob
provides the heading reference to the FD.
16-7
16 AVIONICS
16 AVIONICS
AUDIO PANEL CONTROLS POWER UP

The audio panel controls are illustrated in During system initialization, test annuncia-
Figure 16-5 and described in Table 16-3. tions are displayed (Figure 16-6). All system
annunciations disappear typically within 1
minute of power-up.
COM1 MIC COM1
COM2 MIC COM2
COM3 MIC COM3
COM 1/2 TEL
PA SPKR
MKR/MUTE HI SENS
DME NAV1
ADF NAV2
AUX
MAN SQ PLAY
PILOT COPLT
PILOT KNOB PASS KNOB
REVERSIONARY MODE
(DISPLAY BACKUP) BUTTON
Figure 16-5. Audio Panel Controls (GMA 1347)

16 AVIONICS
Table 16-3. AUDIO PANEL CONTROLS
COM1 MIC Selects the No. 1transmitter for transmitting. COM1 is simultaneously selected when this
key is pressed allowing received audio from the No. 1 COM receiver to be heard. COM2
receiver audio can be added by pressing the COM2 key.
COM1 When selected, audio from the No. 1 COM receiver can be heard.
COM2 MIC Selects the No. 2 transmitter for transmitting. COM2 is simultaneously selected when this key
is pressed allowing received audio from the No. 2 COM receiver to be heard. COM2 can be
deselected by pressing the COM2 key, or COM1 can be added by pressing the COM1 Key.
COM2 When selected, audio from the No. 2 COM receiver can be heard.
COM3 MIC Not used on Cessna Caravan aircraft.
COM3 Used for optional HF radio.
COM 1/2 Split COM is disabled on Cessna Caravan aircraft.
TEL Pressing this key selects and deselects the airborne telephone.
PA Selects the passenger address system. The selected COM transmitter is deselected when
the PA key is pressed.
SPKR Pressing this key selects and deselects the corresponding cockpit speaker. COM and NAV
receiver audio can be heard on the speaker.
MKR/MUTE Mutes the currently received marker beacon receiver audio. Unmutes when new marker
beacon audio is received. Also, stops play of the clearance recorder.
HI SENS Press to increase marker beacon receiver sensitivity. Press again to return to normal.
DME Pressing turns distance measuring equipment (DME) audio on or off.
NAV1 When selected, audio from the No. 1 NAV receiver can be heard.
ADF Pressing turns on or off the audio from the automatic direction finder (ADF) receiver.
NAV2 When selected, audio from the No. 2 NAV receiver can be heard.
AUX Not used on Cessna Caravan aircraft.
MAN SQ Press to enable manual squelch for the intercom. When active, press the PILOT knob to
illuminate SQ. Turn the PILOT/PASS knobs to adjust squelch.
PLAY Press once to play the last recorded audio. Pressing the PLAY key during play begins playing
the previously recorded memory block. Each subsequent press of the PLAY key begins
playing the next previously recorded block. Press the MKR/MUTE key to stop play.
PILOT Pressing selects the pilot intercom isolation. Press again to deselect pilot isolation.
COPLT Pressing selects the copilot intercom isolation. Press again to deselect copilot isolation.
PILOT knob Press to switch between volume and squelch control as indicated by the VOL or SQ being
illuminated. Turn to adjust intercom volume or squelch. The MAN SQ key must be selected
to allow squelch adjustment.
PASS knob Turn to adjust copilot/passenger intercom volume or squelch. The MAN SQ key must be
selected to allow squelch adjustment.
Reversionary Pressing manually selects reversionary mode.
mode (display
backup) button

16 AVIONICS
Figure 16-6. PFD Initialization Figure 16-7. MFD Power Up Page
Upon power-up, key annunciators illuminate Pressing the ENT key acknowledges this in-
momentarily on the audio panels, the mode formation and displays the navigation map
controller, and the display bezels. page (MAP).
When the AHRS begins initializing, the an- In normal mode, the PFD presents graphical
nunication AHRS ALIGN: KEEP WINGS flight instrumentation (attitude, heading, air-
LEVEL is displayed on the PFD. The AHRS speed, altitude, and vertical speed), thereby re-
typically displays valid attitude and heading placing the traditional flight instrument cluster.
f ields within one minute of power-up. The The PFD also offers control for COM and
AHRS can align itself both while taxiing and NAV frequency selection.
during level flight.
In normal mode, the right portion of the MFD
When the MFD powers up the MFD power-up displays a full-color moving map with navi-
page displays the following infor mation gation information, while the left portion of
(Figure 16-7): the MFD is dedicated to the engine indica-
• System version tion system (EIS).
• Copyright
• Land database name and version
PFD DISPLAY
• Obstacle database name and version Increased situational awareness replaces
the traditional instr uments on the panel
• Terrain database name and version with two easy to scan PFDs that feature
• Aviation database name, version, and (Figure 16-8):
effective date • Large horizons
• ChartView ™ database information • Airspeed
• SafeTaxi ™ database information • Attitude
Current database information includes the • Altitude
valid operating dates, cycle number, and data- • Vertical speed
base type. When this information has been re-
v i ewe d f o r c u r r e n c y ( t o e n s u r e t h a t n o • Course deviation information
databases have expired), the pilot is prompted
to continue.

NAVIGATION
STATUS BOX

SLIP/SKID NAVIGATION
ATTITUDE INDICATOR STATUS BOX
INDICATOR COM FREQUENCY BOX
NAV FREQUENCY BOX
SELECTED ALTITUDE
AIRSPEED INDICATOR ALTIMETER
SELECTED ALTITUDE BUG
VERTICAL SPEED INDICATOR (VSI)

CURRENT HEADING
TURN RATE INDICATOR
TRUE AIRSPEED BAROMETRIC ALTIMETER SETTING
CURRENT TRACK BUG

SELECTED HEADING BUG
COURSE DEVIATION INDICATOR (CDI)
TRANSPONDER STATUS BOX
HORIZONTAL SITUATION INDICATOR (HSI)
SYSTEM TIME
OUTSIDE AIR TEMPERATURE (OAT) SOFTKEYS

16-11
Figure 16-8. Primary Flight Display (Default)
16 AVIONICS
16 AVIONICS
Each PFD also displays navigation, commu- speed indicator. The moving tape is marked
nication, terrain, traffic, and weather informa- with numeric labels and major tick marks
tion (Figure 16-9). at10-knot intervals, with minor tick marks
at 5-knot intervals. Speed indication starts
at 20 knots, with 60 knots of airspeed view-
Airspeed Indicator able at any time.
The airspeed indicator displays airspeed
on a rolling number gauge using a moving The actual airspeed is displayed inside the black
t a p e ( Fi g u r e 1 6 - 1 0 ) . T h e t r u e a i r s p e e d pointer. The pointer remains black until the air-
(TAS) is displayed in knots below the air-
TRAFFIC GLIDE SLOPE

ANNUNCIATION INDICATOR
AFCS STATUS MARKER BEACON ANNUNCIATION
RADAR ANNUNCIATION
ALTIMETER
HEIGHT
COMPARATOR
WINDOW
SELECTED
HEADING
WIND DATA
INSET MAP
CAS MESSAGES
BEARING INFORMATION WINDOWS WINDOW
DME INFORMATION ALERTS WINDOW
WINDOW
MINIMUM DESCENT
ALTITUDE/DECISION
HEIGHT
SELECTED COURSE
Figure 16-9. Additional PFD Information

16 AVIONICS
AIRSPEED TREND VECTOR
ACTUAL AIRSPEED
VSPEED REFERENCE
RED POINTER AT VMO
SPEED RANGES
TRUE AIRSPEED
Figure 16-10. Airspeed Indicator and Pointer at VMO
craft reaches maximum operating speed (VMO), The horizon line is part of the pitch scale.
at which point it turns red. Above and below the horizon line, major pitch
marks and numeric labels are shown for every
A color-coded (white, green, and red/white 10°, up to 80°.
striped barber pole) speed range strip is on the
moving tape. The colors denote flap operating Minor pitch marks are shown for intervening
range, normal operating range, and maximum 5° increments, up to 25° below and 45° above
operating speed ( V MO). The red range is pres- the horizon line. Between 20° below to 20°
ent for low speed awareness. above the horizon line, minor pitch marks
occur every 2.5°.
The airspeed trend vector is a vertical, magenta
line, extending up or down the airspeed scale, The inverted white triangle indicates 0° on
to the right of the color-coded speed range strip. the roll scale. Major tick marks at 30° and 60°
The end of the trend vector corresponds to the and minor tick marks at 10°, 20°, and 45° are
predicted airspeed in 6 seconds if the current rate shown to the left and right of 0°. Angle of
of acceleration is maintained. If the trend vec- bank is indicated by the position of the pointer
tor crosses V MO, the text of the actual airspeed on the roll scale.
readout changes to yellow. The trend vector is
absent if the speed remains constant or if any
data needed to calculate airspeed is unavail- Slip/Skid Indicator
able because of a system failure. The slip/skid indicator is the bar beneath the
roll pointer (Figure 16-12). The indicator
moves with the roll pointer and moves later-
Attitude Indicator ally away from the pointer to indicate lateral
The attitude indicator information is dis- acceleration.
played over a virtual blue sky and brown
ground with a white horizon line. The atti- Slip/skid is indicated by the location of the bar
tude indicator displays the pitch (indicated relative to the pointer. One bar displacement
by the yellow symbolic aircraft on the pitch is equal to one ball displacement on a tradi-
scale), roll, and slip/skid information tional slip/skid indicator.
(Figure 16-11).

16 AVIONICS
ROLL SCALE ZERO

SKY REPRESENTATION
ROLL POINTER
SLIP/SKID INDICATOR
ROLL SCALE
PITCH SCALE
HORIZON LINE
AIRCRAFT SYMBOL
(FORMATTED FOR
SINGLE-CUE
COMMAND BARS)
LAND REPRESENTATION
Figure 16-11. Attitude Indicator
SELECTED
ALTITUDE
SELECTED
ALTITUDE BUG
Figure 16-12. Slip/Skid Indicator
ALTITUDE
Altimeter TREND
VECTOR
The altimeter displays 600 feet of barometric
altitude values at a time on a rolling number CURRENT
ALTITUDE
gauge using a moving tape (Figure 16-13).
Numeric labels and major tick marks are at in-
tervals of 100 feet.
Minor tick marks are at intervals of 20 feet.

The current altitude is displayed in the black
pointer. The selected altitude is displayed
above the altimeter in the box indicated by
a selection bug. A bug corresponding to this
altitude is shown on the tape. If the selected BAROMETRIC
SETTING
altitude exceeds the range shown on the tape,
the bug appears at the corresponding edge of Figure 16-13. Altimeter
the tape.
A magenta altitude trend vector extends up or constant. The barometric pressure setting is dis-
down the left of the altitude tape, with the end played below the altimeter in inches of mer-
resting at the approximate altitude to be reached cury (in Hg).
in 6 seconds at the current vertical speed. The
trend vector is not shown if altitude remains

16 AVIONICS
Vertical Speed Indicator Vertical Deviation Indicator
The vertical speed indicator (VSI) displays The vertical deviation indicator (VDI) uses a
vertical speed with numeric labels and tick magenta chevron to indicate the baro-VNV
marks at 1,000 and 2,000 fpm intervals in vertical deviation when vertical navigation
e a c h d i r e c t i o n o n t h e n o n m ov i n g t a p e . (VNV) is in use. The VDI appears in conjunc-
Minor tick marks are at inter vals of 500 tion with the TOD within 1 minute alert. Full-
fpm (Figure 16-14). scale deflection (two dots) is 1,000 feet.
VNV TARGET Glide Slope Indicator

ALTITUDE
The glide slope indicator appears to the left
of the altimeter whenever an ILS frequency
is tuned in the active NAV f ield. A green di-
amond acts as the glide slope indicator, like
a glide slope needle on a conventional indi-
cator. If a localizer frequency is tuned and
REQUIRED
VERTICAL there is no glide slope the “NO GS” is an-
VERTICAL
DEVIATION SPEED nunciated (Figure 16-15).
INDICATOR
VERTICAL
SPEED
POINTER
VERTICAL
SPEED MARKER BEACON
INDICATOR ANNUNCIATION
Figure 16-14. Vertical Speed and

Deviation Indicators
(VSI and VDI)
GLIDE SLOPE
INDICATOR
The current vertical speed is displayed in the
pointer, which also points to that speed on the
nonmoving tape. Digits appear in the pointer
when the ascent or descent rate is greater than
100 fpm. If the rate of ascent/descent exceeds
2,000 fpm, the pointer appears at the corre-
sponding edge of the tape and the rate appears
inside the pointer.
A magenta chevron bug shows the required ver-

tical speed indication (RVSI) for reaching a Figure 16-15. Glide Slope Indicator
VNV target altitude once the top of descent
(TOD) within 1 minute alert is generated.
Glidepath
T h e g l i d e p a t h i s a n a l og o u s t o t h e g l i d e
slope for GPS approaches supporting

16 AVIONICS
WA A S v e r t i c a l g u i d a n c e ( L N AV + V,
LNAV/VNAV, and LPV) and is system gen-
erated to reduce pilot workload during ap-
proach. When such an approach is in the
flight plan and GPS is the selected naviga-
tion source, then the glidepath indicator
(Figure 16-16) appears as a magenta dia-
mond. If the approach type downg rades
past the f inal approach f ix (FAF), then the
NO GP annunciation appears.
GLIDEPATH
INDICATOR
Horizontal Situation Indicator
The HSI displays a rotating compass card in
a heading-up orientation (Figure 16-17).
Letters indicate the cardinal points, with nu-
meric labels at 30° inter vals. Major tick
marks are at 10° intervals and minor tick
marks at 5° intervals. A digital reading of the
current heading appears on top of the HSI and
the current track is represented on the HSI
by a magenta diamond. The HSI also presents
turn rate, course deviation, bearing, and nav-
igation source information. Figure 16-16. Glidepath Indicator
The 360° HSI contains a CDI with a course (VOR2 and LOC2). The to/from ar row ro-
pointer, to/from indicator, and sliding de- tates with the course pointer and is dis-
viation bar and scale (Figure 16-18). The played when the active NAVAID is received.
course pointer is a single line ar row (GPS,
VOR1, and LOC1) or a double line ar row
CURRENT HEADING
TURN RATE/HEADING
LUBBER LINE TREND VECTOR
TURN RATE INDICATOR
SELECTED HEADING SELECTED COURSE
CURRENT TRACK BUG
LATERAL DEVIATION SCALE
NAVIGATION SOURCE FLIGHT PHASE
AIRCRAFT SYMBOL HEADING BUG
COURSE DEVIATION COURSE POINTER

INDICATOR (CDI)
TO/FROM INDICATOR
ROTATING COMPASS ROSE
Figure 16-17. Horizontal Situation Indicator (HSI)

16 AVIONICS
FLIGHT NAVIGATION SOURCE
PHASE SELECTED ON BOTH PFDS
NAVIGATION
SOURCE
SCALE
CROSSTRACK
CDI ERROR
Figure 16-18. Course Deviation Indicator
The CDI can display the GPS or NAV (VOR,

localizer) navigation sources (Figure 16-19).
Color indicates the current navigation source:
magenta for GPS or green for VOR and LOC.
Figure 16-19. Navigation Sources
The full scale limits for the CDI are def ined
by a GPS-derived distance when coupled to
GPS (Table 16-4). When coupled to a VOR crosstrack error (XTK) is displayed below the
or a localizer (LOC), the CDI has the same white aircraft symbol.
angular limits as a mechanical CDI. If the
CDI exceeds the maximum deviation on the Enabling the omni-bearing selector (OBS)
scale (two dots) while coupled to GPS, the mode suspends the automatic sequencing of
waypoints in a GPS flight plan (GPS must be
Table 16-4. AUTOMATIC GPS CDI SCALING
Flight Phase Annunciation Automatic CDI Full-scale Deflection

Departure DPRT 0.3 nm
Terminal TERM 1.0 nm
Enroute ENR 2.0 nm
Oceanic OCN 2.0 nm
Approach LNAV
(Non-precision) 1.0 nm decreasing to 350 feet depending on
variables (see Figure 2-30)
Approach LNAV + V
(Non-precision with
vertical guidance)
Approach L/VNAV
(LNAV/VNAV) 1.0 nm decreasing to a specified course width, then
Approach LPV 0.3 nm, depending on variables (see Figure 2-31)
(LPV)
Missed approach MAPR 0.3 nm

NOTE:
Flight phase annunciations are normally shown in magenta, but when cautionary conditions exist the
color changes to yellow.

16 AVIONICS
the selected navigation source), but retains

the current “active-to” waypoint as the nav-
igation reference, even after passing the way-
point. The OBS is annunciated to the lower
right of the aircraft symbol when OBS mode
is selected (Figure 16-20).
While OBS mode is enabled, a course line is

drawn through the active-to waypoint on the SUSP SOFTKEY SUSPENDS
moving map. If desired, the course to/from WAYPOINT SEQUENCING SUSP
ANNUNCIATION
waypoint can be adjusted. When OBS mode is
disabled, the GPS flight plan returns to nor- Figure 16-21. Suspending Automatic
mal operation with automatic sequencing of Waypoint Sequencing
waypoints, following the course set in OBS
mode.
Turn Rate Indicator
The flightpath on the moving map retains the The turn rate indicator is directly above the ro-
modif ied course line. As the aircraft crosses tating compass rose (Figure 16-22). Tick marks
the missed approach point (MAP), auto- left and right of the lubber line denote half-
matic approach waypoint sequencing is sus- standard and standard turn rates. A magenta
pended. The SUSP annunciation displays turn rate trend vector shows the current turn
on the HSI to the lower right of the aircraft rate. The end of the trend vector gives the
symbol in place of OBS and the OBS soft- heading predicted in 6 seconds, based on the
key label changes to SUSP. Pressing the present turn rate.
SUSP softkey resumes automatic sequenc-
ing of approach waypoints (Figure 16-21). A standard rate turn is shown on the indi-
cator by the trend vector stopping at the
OBS COURSE
GPS
SELECTED
OBS MODE
ENABLED
EXTENDED
COURSE LINE
OBS SOFTKEY PRESSING THE OBS SOFTKEY

ENABLES OBS MODE AGAIN RETURNS TO NORMAL
OPERATION
Figure 16-20. Omni-Bearing Selector (OBS) Mode

16 AVIONICS
ARROW SHOWN
pointer type. The bearing pointers never over-
HALF-STD FOR TURN RATE > ride the CDI and are visually separated from
TURN RATE 4°/SECOND the CDI by a white ring (shown when bearing
pointers are selected but not necessarily vis-
ible due to data unavailability).
STD
TURN DME Information Window
RATE
The DME information window is displayed
above the BRG1 information window and
Figure 16-22. Turn Rate Indicator and shows the DME label, tuning mode (NAV1,
Trend Vector NAV2, or HOLD), frequency, and distance.
When a signal is invalid, the distance is re-
placed by –.– – NM.
standard tur n rate tick mark, cor respon-
ding to a predicted heading of 18° from the
current heading. At rates greater than Outside Air Temperature
4°/second, an ar rowhead appears at the end The OAT is displayed in degrees Celsius (°C)
of the magenta trend vector and the pre- by default in the lower left of the PFD.
diction is no longer valid.
Wind Direction and Speed
Bearing Pointers Wind direction and speed (relative to the
Two bearing pointers and the associated infor- aircraft) in knots can be displayed in a win-
mation can be displayed on the HSI for NAV, dow to the upper left of the HSI. When the
GPS, and ADF sources (Figure 16-23). The window is selected for display, but wind
pointers are light blue and single- (BRG1) or information is invalid or unavailable, the
double-lined (BRG2). An icon is shown in the window shows NO WIND DATA. Wind data
respective information window to indicate the
BEARING 1 BEARING 2
POINTER POINTER
TUNING MODE
FREQUENCY
DISTANCE
DETAIL A
DME INFORMATION
WINDOW
NO
DISTANCE TO WAYPOINT
BEARING SOURCE SELECTED
STATION A
IDENTIFIER
B C
BEARING POINTER POINTER BEARING

SOURCE ICON ICON SOURCE
DETAIL B DETAIL C
BEARING 1 BEARING 2
INFORMATION WINDOW INFORMATION WINDOW
Figure 16-23. HSI with Bearing and DME Information

16 AVIONICS
can be displayed in three different ways, as

illustrated in Figure 16-24. COMPARATOR
WINDOW
Marker Beacon Annunciations REVERSIONARY

SENSOR WINDOW
Marker beacon annunciations are displayed
on the PFD to the left of the selected altitude.
Outer marker reception is indicated in blue,
middle in yellow, and inner in white (Figure
16-25).
ALERTS WINDOW
OUTER MARKER MIDDLE MARKER INNER MARKER
DETAIL A
SOFTKEY
A ANNUNCIATION
ALTIMETER
Figure 16-26. G1000® Alerting System
Figure 16-25. Marker Beacon curs. System alert messages are provided for
Annunciations awareness of G1000 ® system problems or sta-
tus and may not require pilot action.
The alerts window allows simultaneous display

System Alerting of system alerts. The FMS knob can be used
System alerting messages appear in the alerts to scroll through the alert messages. The alerts
window (in the lower right corner of the PFD), window is enabled/disabled by selecting the
(Figure 16-26) when a warning, caution, ad- ALERTS softkey.
visory alert, or G1000 ® message advisory oc-
OPTION 1 OPTION 2
OPTION 3 NO DATA
320°T
21KT
DETAIL A
Figure 16-24. Wind Data

16 AVIONICS
If the window is already open when a new Reversionary sensor selection is annunci-
message is generated, selecting the ALERTS ated in a window on the right side of the
softkey to acknowledge the message causes it PFD. These annunciations reflect rever-
to tur n g ray. The ALERTS softkey label sionary sensors selected on either or both
changes to display the appropriate annuncia- PFDs. Pressing the SENSOR softkey ac-
tion when an alert is issued. cesses the ADC1, ADC2, AHRS1, and
A H R S 2 s o f t k ey s . T h e s e s o f t k ey s a l l ow
The annunciation flashes and the appropriate switching of the sensors being viewed on
aural alert sounds until acknowledged by press- each PFD. Depending on the type of sensor
ing the softkey. The softkey reverts to the failure, the G1000 ® can make some sensor
ALERTS softkey label, and when pressed selections automatically. The GPS sensor
again, displays the alerts window. cannot be switched manually.
The annunciation window appears to the

right of the VSI and displays abbreviated an- Traffic
nunciation text for aircraft alerts. Text color Traffic is displayed symbolically on the inset
is based on alert level: warnings appear in map (PFD) (Figures 16-27 and 16-28).
red, cautions in yellow, and advisory alerts
in white. Alerts are displayed by priority.
New warning and caution level alerts, are
displayed at the top and advisories at the
bottom, of the annunciation window. DETAIL A DETAIL B
Warnings are time-critical and require immedi-

ate attention. A flashing WARNING softkey
annunciation and single chime every 2 seconds A B
indicates the presence of a warning. The WARN-
ING softkey flashes and the chime continues
until acknowledged by the WARNING softkey
being pressed.
Cautions indicate abnormal conditions that

can require intervention. A flashing CAU-
TION softkey annunciation and single chime
indicates the presence of a caution. The CAU-
TION softkey flashes until pressed. An advi-
sory provides general information to the pilot
Figure 16-27. Traffic and TAWS
that may not need immediate attention. A flash-
Indications (Example)
ing ADVISORY softkey annunciation (no aural
chime), indicates a message advisory. The
ADVISORY softkey flashes until pressed.
Terrain Awareness and Warning
Critical values generated by redundant sensors
are monitored by comparators. If differences System
in the sensors exceed a specif ied amount, the TAWS annunciations appear on the PFD to the
comparator window appears in the upper right upper left of the altimeter. Refer to the “Hazard
corner of the PFD and the discrepancy is Avoidance” section of the Pilot’s Operating
annunciated as MISCOMP (miscompare) in Handbook and Airplane Flight Manual
the comparator window. If either or both of the (POH/AFM) for more information.
sensed values are unavailable, it is annunci-
ated as a NO COMP (no compare).

16 AVIONICS
POTENTIAL IMPACT POINT
PROJECTED FLIGHT PATH
100' THRESHOLD UNLIGHTED OBSTACLE
1,000'
Figure 16-28. Terrain Colors
Radar Altimeter changes to yellow (Figure 16-31). A ground

line is shown on the altimeter to display the air-
When the radar height (the aircraft altitude craft height relative to the ground (Figure 16-
above ground level detected by the radar al- 32). If the data becomes invalid, the message RA
timeter) is between –40 and 2,500 feet, the cur- FAIL is displayed in yellow in place of the cur-
rent value is displayed in green above the current rent radar height (Figure 16-33).
aircraft heading (Figure 16-29). The radar height
display becomes less sensitive as the height
above ground decreases (Table 16-5). When the
radar altimeter is selected as the altitude source
for minimum descent altitude alerting function
(Figure 16-30), the color of the radar height Figure 16-30. ALT Setting (Timer/
Refences/Window)
Figure 16-31. RA as Altitude Source for

MDA/DH
Figure 16-29. Current Radar Height
Table 16-5. RADAR ALTIMETER GROUND LINE

SENSITIVITY
RADAR HEIGHT SHOWN TO NEAREST

RANGE
–40 TO 200 FEET 5 FEET RADAR ALTIMETER
MINIMUMS BOX
200 TO 1,500 FEET 10 FEET
Figure 16-32. Altimeter Displaying the
1,500 TO 2,500 FEET 50 FEET Ground Line (RAD ALT)

16 AVIONICS
Figure 16-33. Radar Altimeter Invalid
Data
MFD DISPLAY
The MFD provides an alternate display for es-
sential flight instrumentation from either PFD
through the use of reversionary mode.
Engine Indicating System

Display
Figure 16-35. MFD Reversionary Mode
The EIS displays critical engine, fuel, and
electrical information on the left of the MFD
during normal operation (Figure 16-34). In When unsafe operating conditions occur, read-
reversionary mode, the displays are reconf ig- outs, pointers, and labels flash and change
ured to present PFD symbology together with color based on the condition. If sensor data to
the EIS (Figure 16-35). an instrument becomes invalid or unavailable,
a red X appears across the instrument.
EIS
The EIS information is on two displays, ac-
cessed using the ENGINE softkey on the MFD.
The ENGINE display is shown by default.
If the EIS system display is currently shown,

the engine display can be selected by pressing
t h e E N G I N E o r BAC K s o f t key. C r i t i c a l
changes in certain systems can automatically
revert the EIS to the ENGINE display.
The top of the EIS displays indicators for

torque, interstage turbine temperature
(ITT), gas generator speed, and propeller
speed (Figures 16-36 and 16-37, and Table
16-6). If one of the optional ice protection
Figure 16-34. MFD Normal Operations systems is installed, the amount of TKS
fluid in gallons (A-ICE GAL) or the pro-
peller deicing heater current (PROP AMPS)
EIS information uses dial gauges, vertical is displayed below the electrical indicators
slider indicators, horizontal bar indicators, (Figure 16-38).
and digital readouts.
Green bands indicate normal range of opera- System Display

tion; yellow and red bands indicate caution and The system display is accessed by pressing
warning, respectively. White or uncolored the SYSTEM softkey. Besides the gauges, all
bands indicate areas outside of normal oper- indications on this display are digital read-
ation not yet in the caution and warning ranges. outs, separated into the following categories:

16 AVIONICS
TORQUE GAUGE
(TRQ FT-LB)
INTERSTAGE TURBINE
TEMPERATURE GAUGE
(ITT °C)
GENERATOR SPEED GAUGE

(NG% RPM)
PROPELLER SPEED
(PROP RPM)
OIL PRESSURE INDICATOR

(OIL PSI)
OIL TEMP INDICATOR

(OIL °C)
FUEL QUANTITY INDICATOR

(FUEL QTY LBS)
FUEL FLOW
(FFLOW PPH)
AMMETER
(BAT AMPS)
VOLTMETER
(BUS VOLTS)
PROPELLER HEAT
(PROP AMPS)
Figure 16-36. Engine Indications

16 AVIONICS
ENGINE OFF ENGINE START NORMAL
Figure 16-37. ITT Gauge Status Annunciations
Table 16-6. INDICATIONS AND DESCRIPTION
INDICATIONS DESCRIPTION
Torque gauge (TRQ FT-LB) Displays engine torque in foot-pounds (ft-lb). Warning indication is propeller-speed sensitive and
changes for speeds between 1,800 and 1,900 rpm. A light blue bug represents the
recommended cruise torque setting. The bug appears for certain combinations of propeller
speed, OAT, airspeed, and altitude.
Interstage turbine Displays ITT in degrees Celsius (°C). Operating ranges differ for engine start and normal running
temperature gauge conditions. When the engine is running, STRT is annunciated above the temperature
(ITT °C) readout. When the engine is off or is shutting down, OFF is annunciated (Figure 16-37).
Generator speed gauge Displays gas generator speed as a percentage

(NG % RPM)
Propeller speed Displays propeller speed in revolutions per minute (rpm)

(PROP RPM)
Oil pressure indicator Displays engine oil pressure in pounds per square inch (psi)
(OIL PSI)
Oil temperature indicator Displays engine oil temperature in °C

(OIL °C)
Fuel quantity indicator Displays quantities of fuel in pounds (lb) in the left (L) and right (R) tanks
(FUEL QTY LBS)
Fuel flow (FFLOW PPH) Displays current fuel flow in pounds per hour (pph)
Ammeter (BAT AMPS) Displays DC current in amperes (amps) for the battery
Voltmeter (BUS VOLTS) Displays DC bus voltage
Propeller heat Displays propeller deicing heater current (Figure 16-38)

(PROP AMPS)
ANTI-ICE FLUID PROPELLER HEAT

Figure 16-38. Anti-Ice System Indications

16 AVIONICS
• Fuel (quantities and flow) Figure 16-39 and Table 16-7 show the infor-
mation displayed below the electrical indica-
• Fuel totalizer (fuel remaining and used
calculations) tor if the optional anti-ice system is installed
(Figure 16-40).
• Electrical
When the MENU key is pressed it displays
a context-sensitive list of options. The op-
TORQUE GAUGE
INTERSTAGE TURBINE
TEMPERATURE GAUGE
GENERATOR
SPEED GAUGE
PROPELLER SPEED
FUEL QUANTITIES
FUEL FLOW
SET FUEL REMAINING
CALCULATED FUEL USED
AMMETER
VOLTMETER
Figure 16-39. System Display

16 AVIONICS
Table 16-7. SYSTEM GAUGE INDICATIONS AND DESCRIPTION
INDICATIONS DESCRIPTION
Torque gauge (TRQ FT-LB) Displays engine torque in foot-pounds (ft-lb). Warning indication is propeller-speed sensitive and
changes for speeds between 1,800 and 1,900 rpm. A light blue triangular represents the
recommended cruise torque setting. The bug appears for certain combinations of propeller
speed, OAT, airspeed, and altitude.
Interstage turbine Displays ITT in degrees Celsius (°C). Operating ranges differ for engine start and normal
operation. When the engine is running, STRT is annunciated above the temperature
(ITT °C) readout. When the engine is off or shutting down, OFF is annunciated.
Generator speed gauge Displays gas generator speed as a percentage

(NG % RPM)
Propeller speed Displays propeller speed in revolutions per minute (rpm)

(PROP RPM)
Fuel quantities Displays quantities of fuel in pounds (lb) in the left (L) and right (R) tanks
(QTY L/R LB)
Fuel flow (FFLOW PPH) Displays current fuel flow in pounds per hour (pph)
Set fuel remaining Displays current fuel remaining in lb as set by the pilot and adjusted based on fuel flow since
(LB REM) last set.
Calculated fuel used Displays quantity of fuel used in pounds based on fuel flow since last reset.
(LB USED)
Ammeter (GEN, ALT, Displays generator (GEN), alternator (ALT), and battery (BAT) currents in amperes (amps).
BAT AMPS)
Voltmeter (BUS VOLTS) Displays DC bus voltage.
Anti-ice (A-ICE GAL) Displays anti-ice fluid in gallons.
Time remaining Displays time remaining until anti-ice fluid is out.

(TIME REM)
ANTI-ICE FLUID PROPELLER HEAT
Figure 16-40. Anti-Ice System Indications (Optional)
tions provide access to additional features MFD Page Groups

or allow changes which specif ically relate
to the cur rently displayed window/page. The MFD page group and active page title
The system has no all-encompassing menu. box are displayed in the upper center of the
Some menus provide access to additional screen, below the navigation status box. In
submenus that are used to view, edit, select, the bottom right corner of the current page
and review options. Menus display NO OP- group, the number of pages available in the
TIONS when no options are available for the group, and the placement of the current page
selected page (Figure 16-41). within the group are indicated.

16 AVIONICS
NO OPTIONS WITH
NRST WINDOW
DISPLAYED ON
THE PFD
OPTIONS WITH
FPL WINDOWS
DISPLAYED
Figure 16-41. Page Menu Examples
The MFD displays information in four main The MFD has 28 different map ranges avail-
page groups. Specific pages within each group able, from 500 feet to 2,000 nm. The range
can vary depending on the configuration of op- is changed by the joystick knob. The cur-
tional equipment (Figure 16-42). rent range is indicated in the lower right cor-
Figure 16-42. Map Pages

16 AVIONICS
ner of the map and represents the top-to- ‘N’ Find™ feature searches the database and
bottom distance covered by the map. When displays those waypoints matching the char-
the map range is decreased to a point that acters entered.
exceeds the capability of the G1000 ® to
accurately represent the map, a magnifying A direct-to navigation leg to the selected way-
glass icon appears to the left of the map point can be initiated by pressing the direct-
range. To decrease the map range turn the to key on any of the waypoint pages.
joystick counterclockwise; to increase the
range, turn the joystick clockwise. Communication and navigation frequencies
can be tuned automatically from various way-
When the panning function is selected by press- point information (WPT) pages (Figure 16-43),
ing the joystick, the map pointer flashes on the nearest (NRST) pages, and the nearest air-
map. A window also appears at the top of the map ports window (on the PFD). The autotuning
showing the latitude/longitude position of the feature simplif ies frequency entry over man-
pointer, the bearing and distance to the pointer ual tuning. Refer to the communication, nav-
from the aircraft present position, and the ele- igation, and surveillance and the audio panel
vation of the land at the position of the pointer. sections for details.
When the map pointer is placed on an object,

the name of the object is highlighted (even if Waypoint Pages (WPT)
the name was not originally displayed on the The waypoint pages (WPT) provide the follow-
map). When any map feature or object is se- ing types of information:
lected on the map display, pertinent informa-
tion is displayed. • Airport information pages
° Airport information (INFO softkey)
When the map pointer crosses an airspace
boundary, the boundary is highlighted and ° Departure information (DP softkey)
airspace information is shown at the top of ° Arrival information (STAR softkey)
the display. The information includes the Approach information (APR softkey)
name and class of airspace, the ceiling in °
feet above mean sea level (MSL), and the °Weather information (WX softkey)
floor in feet MSL. • Intersection information
The MFD includes airport information and • Nondirectional beacon (NDB) informa-
XM information pages, which are selected tion
f irst from within a main page group with the • VOR information
FMS knobs, then with the applicable softkey
at the bottom of the page. • User waypoint information
When either page is selected, the page re-

mains displayed until a different page soft-
key is pressed.
Waypoints can be selected by entering the

International Civil Aviation Organization
(ICAO) identif ier, the facility name, or the
city name.
When either a waypoint identif ier, facility

name, or location is entered, the systems Spell

16 AVIONICS
AIRPORT
INFORMATION
PAGES
Figure 16-43. Waypoint Pages
Auxiliary Pages (AUX) NRST Pages

The auxiliary pages provide the following in- The nearest airports page is the f irst in the
formation (Figure 16-44): NRST page group because of its potential use
if an in-flight emergency occurs (Figure 16-
• Trip planning
45). The page displays a map of the currently
• Utility selected airport and surrounding area, as well
as the nearest airport information. The infor-
• GPS status
mation appears in f ive boxes:
System setup: • Nearest airports
• XM satellite pages • Information
° XM information (INFO softkey) • Runways
° XM radio (RADIO softkey) • Frequencies
• System status • Approaches

16 AVIONICS
XM
Satellite
Pages
Figure 16-44. Auxiliary Pages
The NRST pages are: The flight plan pages are accessed by press-
• Nearest airports ing the FPL key on the MFD. Main pages
within this group are selected by rotating the
• Nearest intersections small FMS knob. The FPL pages include
• Nearest NDB (Figure 16-46):
• Nearest VOR • Active flight plan—Wide view, narrow
view
• Nearest user waypoints
• Flight plan catalog—Stored flight plan
• Nearest frequencies
• Nearest airspaces
Flight planning consists of building a flight
plan by entering waypoints one at a time,
Flight Plan Pages adding waypoints along airways, and insert-
ing departures, airways, arrivals, or approaches
In addition to the main page g roups ac- as needed.
cessed exclusively using the FMS knobs,
pages for flight planning (FPL) and load- The G1000 ® allows entry of flight planning in-
ing procedures procedures (PROC) acces- formation from either the MFD or PFD. The
sible using the bezel key. In some instances, flight plan is displayed on maps using different
softkeys can be used to access the proce- line widths, colors, and types, based on the leg
dure pages. and segment of the flight plan currently being

16 AVIONICS
Figure 16-45. Nearest Page
flown (departure, enroute, arrival, approach, point/altitude. The vertical waypoints are
or missed approach). integ rated into the active flight plan. Both
manual and autopilot-coupled guidance are
Up to 99 flight plans, each with up to 99 way- supported.
points, can be created and stored in memory.
One flight plan can be activated at a time to Procedure Pages (PROC)
become the active flight plan. The vertical
navigation (VNV) function provides vertical The procedure pages can be accessed any time
prof ile guidance during the enroute and ter- by pressing the PROC key on the MFD. A
minal phases of flight. menu is initialized, and when a departure, ap-
proach, or arrival is selected, the appropriate
The VNV provides guidance based on speci- procedure page loads (Figure 16-47). Turning
f ied altitudes at waypoints in the active flight the FMS knob does not scroll through the pro-
plan or to a direct-to waypoint. It includes cedure pages (note the single page symbol in
vertical path guidance to a descending path, the lower right corner). The following proce-
which is provided as a linear deviation from dure pages are provided:
the desired path. • Departure loading
The desired path is def ined by a line join- • Arrival loading
ing two waypoints with specif ied altitudes • Approach loading
or as a vertical angle from a specif ied way-

16 AVIONICS
NARROW AND
WIDE VIEW
Figure 16-46. Flight Plan Pages
Figure 16-47. Procedure Pages

16 AVIONICS
When an approach, depar ture, or ar rival Ambient noise from the aircraft radios is re-
procedure is loaded into the active flight d u c e d b y t h e m a s t e r av i o n i c s s q u e l c h
plan, a set of approach, departure, or arrival (MASQ) feature. When no audio is detected,
waypoints is loaded into the flight plan MASQ processing fur ther reduces back-
with a header describing the selected instru- g round radio noise.
ment procedure.
The COM frequency box has four fields: the two
The original enroute portion of the flight active frequencies are on the left and the two
plan remains active when the procedure standby frequencies are on the right (Figure 16-
loads, unless an instr ument procedure is 48). The COM transceiver is selected for trans-
activated. mission by pressing the COM MIC keys on the
audio panel. During audio reception from the
The WAAS GPS allows for flying LNAV/ selected COM radio, audio from the other COM
VNAV, VNAV+, and LPV approaches accord- radio is muted.
ing to the published chart. LNAV+V is a stan-
dard LNAV approach with advisory vertical An active COM frequency displayed in green
guidance provided for assistance in maintain- indicates that the COM transceiver is selected
ing a constant vertical glidepath similar to an (COM1 MIC or COM2 MIC key). When both
ILS glide slope on approach. This guidance is active COM frequencies appear in white, then
displayed on the PFD as a magenta diamond no COM radio is selected for transmission. The
in the same location as the ILS glide slope. PA k e y i s s e l e c t e d o n t h e a u d i o p a n e l .
Frequencies in the standby f ield are displayed
LNAV+V is indicated by the system during an in white.
approach, with LNAV minimal used. The ac-
tive approach type is annunciated on the HSI
as shown in Table 16-8. Selecting the Radio
Press the small COM knob to transfer the fre-
quency tuning box and frequency transfer
Audio Panel arrow between the upper and lower radio fre-
The audio panel provides traditional audio quency f ields (Figure 16-49). The small COM
selector functions, a microphone, and a re- knob on the MFD links to the pilot PFD (PFD1)
ceiver. The audio panel includes an inter- only. The small COM knob on the copilot PFD
co m sy stem (IC S) between th e pilo t, (PFD2) operates independently.
copilot, and passengers, a marker beacon re-
c e ive r, a n d a C O M c l e a r a n c e r e c o r d e r.
Table 16-8. APPROACH TYPES
HSI ANNUNCIATION DESCRIPTION EXAMPLE ON HSI

LNAV GPS approach using published
LNAV minima.
APPROACH
LNAV+V GPS approach using published TYPE
LNAV minima. Advisory vertical • LNAV
guidance is provided. • LNAV+V
• L/VNAV
L/VNAV GPS approach using published • LPV
(Available only if lNAV/VNAV minima.
WAAS equipped)
LPV GPS approach using published
(Available only if LPV minima.
WAAS equipped)

16 AVIONICS
ACTIVE STANDBY
FIELDS FIELDS
TOP SECTION OF
THE AUDIO PANEL
TUNING BOX
COM2 RADIO IS SELECTED

ON THE AUDIO PANEL
Figure 16-48. Selecting a COM Radio for Transmit
PRESS THE COM KNOB TO

SWITCH THE TUNING BOX FROM
ONE COM RADIO TO THE OTHER
Figure 16-49. Switching COM Tuning Boxes
Activating 121.500 MHZ and displays are linked to the PFD1 only. The
active frequencies are on the right and the
Press and hold the COM frequency transfer standby frequencies are on the left.
key for 2 seconds to automatically load the
emergency COM frequency (121.500 MHz) Pressing the CDI softkey on the PFD selects
in the active f ield of the selected COM radio a NAV radio for navigation (Figure 16-52). The
(the radio indicated with the transfer arrow) selected NAV frequency is displayed in green.
(Figure 16-50).
To select a NAV radio receiver, press the
Selecting the Navigation Radio c o r r e s p o n d i n g k ey s o n t h e a u d i o p a n e l
(Figure 16-53). Pressing the NAV1, NAV2,
The NAV frequency controls and frequency ADF, or DME key selects and deselects the
boxes are on the left of the MFD and PFD navigation radio source. Selected audio can
(Figure 16-51). The MFD frequency controls be transmitted over the headset and speaker
PRESS FOR 2 SECONDS

TO LOAD 121.500 MHz
Figure 16-50. Tuning 121.500 MHz

16 AVIONICS
TURN VOL/ID KNOB TO ADJUST

VOLUME. PRESS KNOB TO TURN
MORSE CODE ON OR OFF
PRESS THE FREQUENCY TRANSFER KEY TO
TRANSFER NAV FREQUENCIES BETWEEN
ACTIVE AND STANDBY FREQUENCY FIELDS
TURN THE NAV KNOB TO

TUNE THE FREQUENCY IN
THE TUNING BOX
Figure 16-51. NAV Frequency Tuning
STANDBY ACTIVE
FIELDS FIELDS
TUNING THE NAV RADIO IS

BOX SELECTED BY PRESSING
THE CDI SOFTKEY
Figure 16-52. Selecting a NAV Radio for Navigation
(if selected). All radios can be selected in-

dividually or simultaneously.
Intercom
The audio panel has a six-position intercom
system (ICS) and a stereo music input for the
pilot, copilot, and up to four passengers.
The intercom provides pilot and copilot iso-
lation from the passengers and aircraft ra-
dios (Figure 16-54).
Isolation Modes
Figure 16-53. Selecting a NAV Radio Pilot isolation is selected when the PILOT an-
Receiver nunciator illuminates. During pilot isolation,
the pilot can hear the selected radios and aural
alerts and warnings. The copilot and passen-

16 AVIONICS
the pilot and copilot but can communicate
with each other.
When both the PILOT and COPLT annuncia-

tors extinguish, everyone hears the selected ra-
dios and can communicate with everyone else.
The PILOT/PASS knob controls volume or

Figure 16-54. Intercom Controls manual squelch adjustment for the pilot and
copilot/passenger. The small knob controls
the pilot volume and squelch. The large knob
gers can communicate with each other. The controls the copilot/passenger volume and
copilot is isolated from aural alerts and warn- squelch.
ings (Table 16-9).
The VOL and SQ annunciations at the bot-
Copilot isolation is selected when the tom of the unit indicate which function the
COPLT annunciator illuminates. The copi- knob is controlling. Pressing the
lot is isolated from the selected radios, PILOT/PASS knob switches between vol-
aural alerts start and warnings, and every- ume and squelch as indicated by illumination
one else. The pilot and passengers can hear of the VOL or SQ annunciation (Figure 16-
the selected radios and communicate with 55).
each other.
The MAN SQ key allows automatic or manual
When the PILOT and COPLT annunciators control of the squelch settings. When the MAN
are illuminated, the pilot and copilot can hear SQ annunciator is extinguished (automatic
the selected radios and communicate with squelch is on), the PILOT/PASS knob controls
each other. The passengers are isolated from only the volume, and pressing the PILOT/PASS
k n o b h a s n o e ff e c t o n t h e VO L / S Q
Table 16-9. ICS ISOLATION MODES
PILOT KEY COPLT KEY PILOT HEARS COPILOT HEARS PASSENGER HEARS
ANNUNCIATOR ANNUNCIATOR
OFF OFF Selected radios, Selected radios, Selected radios, aural

aural alerts, aural alerts, alerts, pilot, copilot
pilot, copilot, pilot, copilot, passengers, MUSIC 2
passengers, passengers,
MUSIC 1 MUSIC 1
ON OFF Selected radios, Copilot, Copilot,

aural alerts, passengers, passengers,
pilot MUSIC 1 MUSIC 2
OFF ON Selected radios, Copilot Selected radios,

aural alerts, aural alerts,
pilot, passengers, pilot, passengers,
MUSIC 1 MUSIC 2
ON ON Selected radios, Selected radios, Passengers,

aural alerts, aural alerts, MUSIC 2
pilot, copilot pilot, copilot

16 AVIONICS
MANUAL SQUELCH ANNUNCIATOR;

OFF FOR AUTOMATIC SQUELCH, ON
FOR MANUAL SQUELCH
AUTOMATIC/MANUAL SQUELCH
PILOT VOLUME OR MANUAL

SQUELCH. PRESS TO SWITCH
BETWEEN VOL AND SQ. TURN COPILOT/PASSENGER
TO ADJUST SQUELCH WHEN SQ VOLUME OR
ANNUNCIATION IS LIT, VOLUME MANUAL SQUELCH
WHEN VOL ANNUNCIATION IS LIT.
VOLUME ANNUNCIATION SQUELCH ANNUNCIATION
Figure 16-55. Volume/Squelch Control
selection.When the MAN SQ annunciator is il-

luminated (manual squelch), the PILOT/PASS
CONTROL SYSTEM
knob controls both volume and squelch. The GFC 700 is a AFCS fully integrated with
the avionics system (Figure 16-57). The AFCS
Clearance Recorder and Player functions are distributed across the follow-
ing LRUs:
The audio panel contains a digital clearance
recorder that records up to 2.5 minutes of the • GDU 1040A PFDs (2)
selected COM radio signal (Figure 16-56). • GDU 1040A MFD
Recorded COM audio is stored in separate
memory blocks. Once 2.5 minutes of record- • GMC 710 mode controller
ing time has elapsed, the recorder begins • GIA 63W integ rated avionics units
recording over the stored memory blocks, (IAUs) (2)
starting from the oldest block.
• GSA 80 AFCS servos (2)
• GSA 81 AFCS servos (2)
AUTOMATIC FLIGHT • GSM 85 servo mounts (4)
The mode controller has the following main

PLAY KEY functions:
CONTROLS THE
MEMORY FUNCTION • Flight director (FD)
• Autopilot (AP)
Figure 16-56. Clearance Recorder Play
Function • Yaw damper (YD)
• Manual electric pitch trim (MEPT)

16 AVIONICS
Figure 16-57. GFC 700 Mode Control Unit
FD—The aircraft has two flight directors, CWS button (control wheel steering)—One
each operating within an integrated avionics button on each control wheel. While pressed,
unit. Commands for the selected flight direc- allows manual control of the aircraft while
tor are displayed on both PFDs. the autopilot is engaged and synchronizes the
flight director command bars with the current
The flight director provides: aircraft pitch (if not in a vertical navigation,
glide slope, or glidepath mode). When the
• C o m m a n d b a r s s h ow i n g p i t c h / r o l l
guidance button is released the FD can establish new
pitch and roll references, depending on the
• Ver tical/lateral mode selection and current vertical and lateral modes.
processing
• Autopilot communication GA switch (go-around)—The GA switch,
which is on the throttle, disengages the au-
AP—Autopilot operation occurs within the topilot and selects the flight director take-
pitch, roll, and pitch trim servos. It also pro- off (on ground) or go-around (in air) mode.
vides servo monitoring and automatic flight If an approach procedure is loaded the
control in response to flight director steering switch activates the missed approach when
commands, AHRS attitude and rate informa- the selected navigation source is GPS or
tion, and airspeed. when the navigation source is VOR/LOC
and a valid frequency is tuned. The GA
YD—The yaw servo is self-monitoring and switch is on the throttle.
provides Dutch roll dampering and turn coor-
dination in response to yaw rate, roll angle, lat- MEPT switch—The MEPT switch on the
eral acceleration, and airspeed. each control wheel is used to command
manual electric pitch trim. The composite
MEPT—The pitch trim servo provides man- switch has left and right sides. The left
ual electric pitch trim capability when autopi- side is the ARM contact and the right side
lot is not engaged. controls the DN (forward) and UP (rear-
ward) contacts. Pressing the MEPT ARM
The following AFCS controls are in the cock- switch d isen gag es the au top ilo t, if cur-
pit, separate from the mode controller (Figure rently engaged, b ut does not affect yaw
16-58): damper operation.
AP DISC switch (autopilot disconnect)— The MEPT ARM switch is used to acknowl-
Disengages the autopilot and yaw damper and edge an autopilot disconnect alert and mute
interrupts pitch trim operation. The AP DISC the associated aural tone. Manual trim com-
switch is on each control wheel and is used to mands are generated only when both sides of
acknowledge an autopilot disconnect alert and the switch are operated simultaneously. If
to mute the associated aural tone. either side of the switch is active separately
for more than 3 seconds, the MEPT function

16 AVIONICS
AP TRIM GO AROUND
DISC CONTROL WHEEL
STEERING
MEPT
SWITCH
Figure 16-58. Additional AFCS Controls
is disabled and PTRM is displayed as the The FD key is disabled when the autopilot
AFCS status on each PFD. The function re- is engaged.
mains disabled until both sides of the switch
are inactivated.
AFCS Status Box
Flight director mode annunciations appear on
FLIGHT DIRECTOR each PFD when the flight director is active
The flight director provides pitch and roll (Figure 16-59). Flight director selection and
commands to the AFCS and displays the autopilot and yaw damper statuses appear in
commands on the PFDs. When the flight di- the center of the AFCS status box. Lateral
rector is active, the aircraft can be hand- modes appear on the left and vertical modes
f l ow n t o f o l l ow t h e p a t h s h ow n by t h e appear on the right. Armed modes appear in
command bars. white and active modes appear in green.
Maximum commanded pitch (–15°, +20°) The aircraft has two flight directors, each op-
and roll (22°) angles, ver tical accelera- erating within the integrated avionics system.
tion, and roll rate are limited to values es- Only one flight director is active (selected) at
tablished during AFCS cer tif ication. The a time. Flight directors can be switched by
flight director also provides autopilot com- pressing the XFR key.
mands. Initially pressing any key listed in
Table 16-10 (when the flight director is in- Both PFDs display the selected flight direc-
active) activates the pilot flight director tor, indicated by an arrow pointing toward
in the listed modes. Pressing the FD key either the pilot or copilot side, in the center
again deactivates the flight director and of the AFCS status box. The arrow for the se-
removes the command bars on all displays. lected flight director also appears beside

16 AVIONICS
Table 16-10. FLIGHT DIRECTOR ACTIVATION
FLIGHT DIRECTOR MODES SELECTED

CONTROL PRESSED ACTIVATED VERTICAL LATERAL
FD key (pilot-side) Pilot-side Pitch hold (default) Roll hold (default)
AP key Pilot-side Pitch hold (default) Roll hold (default)
CWS button Pilot-side Pitch hold (default) Roll hold (default)
GA switch Pilot-side Takeoff (on ground) Takeoff (on ground)
Go–around (in air) Go around (in air)
ALT key Pilot-side Altitude hold Roll hold (default)
VS key Pilot-side Vertical speed Roll hold (default)
VNV key Pilot-side Vertical path tracking* Roll hold (default)
NAV key Pilot-side Pitch hold (default) Navigation**
ARP key Pilot-side Pitch hold (default) Approach**
HDG key Pilot-side Pitch hold (default) Heading select
* Valid VNV flight plan must be entered before VNV key press activates flight director.
** The selected navigation receiver must have a valid VOR or LOC signal or active GPS
course before NAV or APR key press activates flight director.
the XFR key. When the flight directors are heading/course upon release of the CWS
switched, the vertical and lateral modes re- button (Figure 16-60).
vert to default (Figure 16-60).
The annunciations described in Table 16-13
Table 16-11 relates each vertical mode to (listed in order of increasing priority) can ap-
its respective cor responding controls and pear on the PFDs above the Airspeed and
annunciations. The mode reference displays Attitude indicators. Only one annunciation
next to the active mode annunciation for al- can occur at a time, and messages are priori-
titude hold, vertical speed, and flight level tized by criticality.
change modes.
The NOSE UP/DN wheel can be used to change AUTOPILOT AND YAW
the vertical mode reference while operating DAMPER OPERATION
under pitch hold, vertical speed, or flight level
change mode. The increments of change and The autopilot and yaw damper operate the
acceptable ranges of values for each refer- flight control surface servos for automatic
ence using the NOSE UP/DN wheel are listed flight control. Autopilot controls the pitch and
in Table 16-11. roll attitudes based on the flight director com-
mands.
Table 16-12 relates each lateral mode to its
respective control and annunciation. The The pitch autotrim provides trim commands to
CWS button does not change lateral refer- the pitch trim servo to relieve any sustained
ences for heading select, navigation, back effort required by the pitch servo. Autopilot
course, or approach modes. The autopilot operation is independent of the yaw damper.
guides the aircraft back to the selected The yaw damper reduces Dutch roll tendencies
and coordinates turns. It can operate inde-

16 AVIONICS
AUTOPILOT YAW
STATUS DAMPER
LATERAL STATUS
MODES VERTICAL MODES
ACTIVE ACTIVE
ARMED SELECTED ALTITUDE
ARMED FLIGHT DIRECTOR MODE
INDICATOR ARROW REFERENCE
VERTICAL SPEED
REFERENCE
COMMAND BARS
SELECTED SELECTED
HEADING COURSE
GPS IS SELECTED
NAVIGATION SOURCE
Figure 16-59. PFD AFCS Display
PILOT FLIGHT
DIRECTOR SELECTED
COPILOT FLIGHT
DIRECTOR SELECTED
Figure 16-60. Flight Director Selection Indications
pendently of the autopilot and can be used tive flight director modes. The yaw servo pro-
during normal hand-flight maneuvers. vides yaw dampering. The servo motor con-
trol limits the maximum ser vo speed and
Yaw rate commands are limited to 6º per sec- torque. The servo mounts have slip clutches,
ond by the yaw damper. Flight pitch and roll which allow the pilot to override the servos in
commands to the servos are based on the ac- case of an emergency.

16 AVIONICS
Table 16-11. AFCS STATUS ALERTS
FLIGHT DIRECTOR MODES SELECTED

CONTROL PRESSED ACTIVATED VERTICAL LATERAL
FD key (pilot-side) Pilot-side Pitch hold (default) Roll hold (default)
AP key Pilot-side Pitch hold (default) Roll hold (default)
CWS button Pilot-side Pitch hold (default) Roll hold (default)
GA switch Pilot-side Takeoff (on ground) Takeoff (on ground)
Go–around (in air) Go around (in air)
ALT key Pilot-side Altitude hold Roll hold (default)
VS key Pilot-side Vertical speed Roll hold (default)
VNV key Pilot-side Vertical path tracking* Roll hold (default)
NAV key Pilot-side Pitch hold (default) Navigation**
ARP key Pilot-side Pitch hold (default) Approach**
HDG key Pilot-side Pitch hold (default) Heading select
* Valid VNV flight plan must be entered before VNV key press activates flight director.
** The selected navigation receiver must have a valid VOR or LOC signal or active GPS
course before NAV or APR key press activates flight director.
Pressing the AP key activates the autopilot, aircraft. At the same time, the flight director
yaw damper, and flight director (if not al- synchronizes to the aircraft attitude during
ready active). The flight director engages in the maneuver. CWS activity has no effect on
pitch and roll hold modes when initially ac- yaw damper engagement. A white CWS annun-
tivated. Pressing the YD key engages the ciation replaces the AP annunciation for the
yaw damper independently of the autopilot, duration of CWS maneuvers (Figure 16-62).
if not already engaged.
CONTROL WHEEL STEERING
Autopilot and yaw damper status appear in
the center of the AFCS status box. Engagement
is indicated by green AP and YD annunciations
(Figure 16-61). Figure 16-62. CWS Annunciation
AUTOPILOT YAW DAMPER

ENGAGED ENGAGED To manually disengage the autopilot either
push the AP key on the mode controller, the
GA switch or the MEPT ARM switch. Manual
autopilot disengagement is indicated by a 5
Figure 16-61. Autopilot and Yaw Damper second flashing yellow AP annunciation and
Engaged a 3 second autopilot disconnect aural alert
(Figure 16-63).
During autopilot operation, the aircraft can be

hand-flown without disengaging the autopilot.
Pressing and holding the CWS button disen- Figure 16-63. Manual Autopilot
gages the pitch and roll servos from the flight Disengagement
control surfaces and allows hand-flying of the

16 AVIONICS
Table 16-12. FLIGHT DIRECTOR VERTICAL MODES
VERTICAL DESCRIPTION CONTROL ANNUNCIATION REFERENCE REFERENCE

MODE RANGE CHANGE
INCREMENT
Pitch Hold Holds aircraft pitch attitude,
can be used to climb/descend (default) PIT TBD 0.5°
to the selected altitude
Selected Altitude Captures the selected altitude * ALTS
Capture
Altitude Hold Holds current altitude reference ALT key ALT nnnnnFT
Vertical Speed Holds aircraft vertical speed;
can be used to climb/descend VS key VS nnnn FPM TBD 100 FPM
to the selected altitude
Flight Level Holds aircraft airspeed (in IAS FLC nnn KT TBD 1kt
Change or Mach) while aircraft climbs/ FLC key
descends to the selected
altitude FLC M. Nnn TBD M 0.01
Vertical Path Captures and tracks desent
Tracking leg on active vertical profile VNV key VPTH
VNV Target Captures the vertical navigation
Altitude Capture (VNV) target altitude ** ALTV
Glidepath Captures and tracks the GP
WAAS glidepath on approach
APR key
Glide Slope Captures and tracks the ILS GS
glide scope on approach
Takeoff Disengages the autopilot
(on ground) and commands constant
pitch angle; wings TO TBD
level on the ground in
preparation for takeoff GA
Go–around (in air) Disengages the autopilot switch
and commands constant GA TBD
pitch angle; wings
level while in the air
* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the selected altitude is
captured instead of the VNV target altitude.
** ALTV is armed automatically under VPTH when the VNV target altitude is captured instead of the selected altitude.
Pressing either the AP DISC switch or the YD

key manually disengages both the yaw damper
and the autopilot. When the yaw damper and Figure 16-64. Yaw Damper
autopilot are manually disengaged, both the AP Disengagement
and YD annunications turn yellow and flash
for 5 seconds and a 3 second autopilot discon-
nect aural alert is generated (Figure 16-64). Automatic autopilot disengagement is indicated
by a flashing red and white AP annunciation and
Pressing either the MEPT ARM switch or the by the autopilot disconnect aural alert. Both indi-
AP DISC switch cancels the autopilot discon- cations continue until acknowledged by pressing
nect aural alert. Pressing AP DISC also can- the AP DISC or MEPT ARM switch. Automatic
cels the flashing AP annunciation. autopilot disengagement occurs because of:

16 AVIONICS
Table 16-13. FLIGHT DIRECTOR LATERAL MODES
LATERAL MODE DESCRIPTION CONTROL ANNUNCIATION MAXIMUM ROLL

COMMAND LIMIT
Roll Hold Holds the current
aircraft roll attitude
or rolls the wings (default) ROL TBD
level, depending on the
commanded bank angle
Low Bank Limits the maximum BANK * TBD
commanded roll angle key
Heading Select Captures and tracks HDG HDG TBD
the selected heading key
Navigation, GPS Arm/ GPS TBD
Capture/Track
Navigation, VOR Enroute Captures and tracks NAV VOR TBS
Arm/Capture/Track he selected navigation key
source (GPS, VOR, LOC)
Navigation, LOC ARM/Capture/ LOC TBD
Track (no glide slope)
Backcourse Arm/Capture/ Captures and tracks a
Track localizer signal for BC key BC TBD
backcourse approaches
Approach, GPS Arm/ GPS TBD
Capture/Track
Approach, VOR Arm/ Captures and tracks APR VAPP TBD
Capture/Track the selected navigation key
source (GPS, VOR, LOC)
Approach, ILS Arm/Capture/ LOC TBD
Track (Glide slope mode
automatically armed)
Takeoff (on ground) Disengages the autopilot
and commands a constant
pitch angle and wings TO Wings level
level on the ground in
preparation for takeoff GA
switch
Go Around (in air) Disengages the auto-
pilot and commands a
constant pitch angle GA Wings level
and wings level while
in the air
* No annunciation appears in the AFCS status box. The acceptable bank angle range is indicated in green along the roll
scale of the attitude indicator.
• System failure Yaw damper disengagement is indicated by a

5-second flashing yellow YD annunciation
• Invalid sensor data
(Figure 16-65).
• Yaw damper f ailure while both are
engaged Automatic yaw damper disengagement occurs
• Stall warning (YD also disengages) when autopilot disengagement is caused by
failure in a parameter also affects the yaw
• Inability to compute default FD modes damper. The yaw damper can remain opera-
(FD also disengages automatically) tional in some cases where the autopilot au-
tomatically disengages.

16 AVIONICS
tinuous reception capabilities at any altitude

throughout Nor th America. XM Satellite
Figure 16-65. Automatic Autopilot Radio ® services are subscription-based. For
and Yaw Damper more information on specif ic service pack-
Disengagement ages, visit: www.xmradio.com.
The weather data link page in the map page

A localized failure in the yaw damper system group is the primary map for viewing XM
or invalid sensor data also can causes yaw weather data (Figure 16-66). The map page is
damper disengagement. the only map display capable of showing infor-
mation for all available XM weather products.
HAZARD AVOIDANCE GWX 68™ Airborne Color

Hazard avoidance instruments aid situational Weather Radar
awareness and provide advisory information The optional GWX 68™, is a 4-color digital
with regard to potential hazards to flight safety pulsed radar with 6.5 kilowatts of output power.
associated with: It combines excellent range and adjustable scan-
• Weather ning profiles with a high-definition target dis-
play. The pulse width is 4 microseconds on all
GDL 69A XM ® satellite weather
° (Optional) ranges except the 2.5 nm range. The GWX 68™
uses a 1 microsecond pulse width at this range
to reduce the target smearing on the display and
° GWX 68™ airborne color weather
radar (Optional) for better target definition at close range.
L-3 STORMSCOPE ® WX-500 series
° II The aircraft uses a 12-inch, phased array an-
weather mapping sensor (Optional) tenna, fully stabilized to accommodate 30º of
• Terrain avoidance (TAWS) pitch and roll.
• Traff ic
To focus radar scanning on specif ic areas,
° Honeywell ® KTA 870 traff ic advi- sector scanning offers pilot-adjustable hori-
sory system (TAS) zontal scan angles of 20°, 40°, 60°, or 90°. A
vertical scanning function helps analyze storm
tops, gradients, and cell buildup activity at
XM SATELLITE WEATHER® various altitudes.
The XM Satellite Weather ® data provides in-
formation for avoiding hazardous weather. Do The radar has the following features:
not use XM weather information to penetrate • Extended sensitivity time constant
hazardous weather. (STC) logic that automatically corre-
lates distance of the return echo with
XM Satellite Weather ® is provided through the intensity, so cells do not suddenly appear
optional GDL 69A, a remote data-link satel- larger as they get closer.
lite receiver. Graphical weather information
and associated text is displayed on the MFD • Weather attenuated color highlight
(WATCH™) helps identify possible
and on the PFD inset map. shadowing effects of short-range cell
activity, identifying areas where radar re-
The GDL 69A can also receive XM Satellite turn signals are weakened or attenuated
Radio ® entertainment services. Both weather by intense precipitation (or large areas
data and entertainment programming operate of lesser precipitation) and cannot fully
in the S-band frequency range to provide con- reflect the weather behind a storm.

16 AVIONICS
Figure 16-66. Weather Data Link Page
• Weather alert that looks ahead for in- MPEL

tense cell activity in the 80–320 nm BOUNDARY
range, even if these ranges are not being
monitored.
MAXIMUM PERMISSIBLE
EXPOSURE LEVEL 11’ FOR 12” ANTENNA
The maximum permissible exposure level is

a zone in which the radiation level exceeds the
US government standard of 1 mW/cm2. It is
the semicircular area of at least 11 feet from
the 12-inch antenna (Figure 16-67). All per-
sonnel must remain outside of this zone. With
a scanning or rotating beam, the average power
density at the MPEL boundary is significantly
reduced. When evaluating various target re-
turns on the weather radar display, the colors
denote precipitation intensity and rates shown
in Table 16-14.
Figure 16-67. MPEL Boundary
TERRAIN AWARENESS AND
aural annunciations when terrain and obstacles
WARNING SYSTEM are within the given altitude threshold from the
The TAWS increases situational awareness aircraft. The displayed alerts and warnings
and aids in reducing controlled flight into ter- are advisory only.
rain (CFIT). The TAWS provides visual and

16 AVIONICS
or more passenger seats and for Part 135 turbine

Table 16-14. PRECIPITATION INTENSITY aircraft operations with six to nine passenger
LEVELS seats (FAR Parts 91.223, 135.154). For proper
operation, TAWS requires a valid terrain/ob-
APPROXIMATE
WEATHER MODE INTENSITY PRECIPITATION RATE stacle/airport terrain database and valid 3-D
COLOR (IN/HR.) GPS position solution.
BLACK <23 DBZ <.01.
GREEN 23 DBZ TO <32 DBZ .01–0.1. TAWS uses yellow (caution) and red (warning)
YELLOW 32 DBZ TO <41 DBZ 0.1–0.5 to depict terrain and obstacles with heights
RED 41 DBZ TO <50 DBZ 0.5–2 greater than 200 feet above ground level (AGL)
MAGENTA 50 DBZ AND GREATER >2 relative to aircraft altitude (Figure 16-68 and
Table 16-15). The colors adjust automatically
as aircraft altitude changes and represent ter-
TAWS satisfies TSO-C151b Class B require- rain, obstacles, and potential impact points.
ments for certification. Class B TAWS is re-
quired for all Part 91 aircraft operations with six
Table 16-15. TAWS OBSTACLE COLORS AND SYMBOLOGY
UNLIGHTED OBSTACLE LIGHTED OBSTACLE

TERRAIN/
COLOR
<1,000 ft AGL > 1,000 ft AGL < 1,000 ft AGL > 1,000 ft AG OBSTACLE LOCATION
OBSTACLE SYMBOL
TERRAIN/OBSTACLE ABOVE OR
RED RED WITHIN 100 FEET BELOW
THE AIRCRAFT ALTITUDE
TERRAIN/OBSTACLE BETWEEN
YELLOW YELLOW 100 FEET AND 1,000
FEET BELOW THE AIRCRAFT
ALTITUDE
TERRAIN/OBSTACLE MORE THAN

BLACK 1,000 FEET BELOW THE AIRCRAFT
ALTITUDE
Terrain Above Aircraft Altitude

Aircraft Altitude
100 Feet Threshold
1,000 Feet
Figure 16-68. Terrain Altitude/Color Correlation for TAWS

16 AVIONICS
Alerts are issued when flight conditions meet alert is issued, visual annunciations are dis-
the parameters set within TAWS software. played and aural alerts are simultaneously is-
sued. Table 16-16 shows TAWS alert types
TAWS alerts typically use a CAUTION or a with corresponding annunciations and aural
WARNING severity level, or both. When an messages.
Table 16-16. TAWS ALERTS SUMMARY
PFD/MFD MFD MAP PAGE

ALERT TYPE TAWS PAGE AURAL MESSAGE
POP-UP ALERT
ANNUNCIATION
EXCESSIVE DESCENT “PULL UP”
RATE WARNING (EDR) PULL UP PULL-UP
REDUCED REQUIRED “TERRAIN, TERRAIN; PULL UP, PULL UP”*

TERRAIN CLEARANCE
PULL UP TERRAIN - PULL-UP * OR
OR
WARNING (RTC) “TERRAIN AHEAD, PULL UP; TERRAIN AHEAD,
TERRAIN AHEAD - PULL-UP
PULL UP”
IMMINATE TERRAIN IMPACT PULL UP “TERRAIN AHEAD, PULL UP; TERRAIN AHEAD,*
WARNING (ITI)
TERRAIN AHEAD - PULL-UP
* PULL UP”
OR OR
TERRAIN - PULL-UP
“TERRAIN, TERRAIN; PULL UP, PULL UP”
REDUCED REQUIRED “OBSTACLE, OBSTACLE; PULL UP, PULL UP”*

OBSTACLE CLEARANCE
PULL UP OBSTACLE - PULL-UP
* OR
OR
WARNING (ROC) OBSTACLE AHEAD - PULL-UP
“OBSTACLE AHEAD, PULL UP; OBSTACLE
AHEAD, PULL UP”
IMMINENT OBSTACLE PULL UP OBSTACLE AHEAD - PULL-UP

* “OBSTACLE AHEAD, PULL UP; OBSTACLE *
IMPACT WARNING (IOI) OR AHEAD, PULL UP”
OBSTACLE - PULL-UP “OBSTACLE, OBSTACLE; PULL UP, PULL UP”
REDUCED REQUIRED TERRAIN CAUTION - TERRAIN

* “CAUTION, TERRAIN; CAUTION, TERRAIN”*
TERRAIN CLEARANCE OR OR
CAUTION (RTC) TERRAIN AHEAD “TERRAIN AHEAD; TERRAIN AHEAD”
IMMINENT TERRAIN IMPACT TERRAIN TERRAIN AHEAD

* “TERRAIN AHEAD; TERRAIN AHEAD”*
CAUTION (ITI) OR OR
CAUTION - TERRAIN “CAUTION, TERRAIN; CAUTION, TERRAIN”
REDUCED REQUIRED “CAUTION, OBSTACLE; CAUTION, OBSTACLE”*

OBSTACLE CLEARANCE
TERRAIN CAUTION - OBSTACLE
OR
* OR
CAUTION (ROC) OBSTACLE AHEAD “OBSTACLE AHEAD; OBSTACLE AHEAD”
IMMINENT OBSTACLE TERRAIN OBSTACLE AHEAD

* “OBSTACLE AHEAD; OBSTACLE AHEAD”*
IMPACT CAUTION (IOI) OR OR
CAUTION - OBSTACLE “CAUTION, OBSTACLE; CAUTION, OBSTACLE”
PREMATURE DESCENT TERRAIN TOO LOW - TERRAIN “TOO LOW, TERRAIN”

ALERT CAUTION (PDA)
ALTITUDE CALLOUT “500” NONE NONE “FIVE HUNDRED”
EXCESSIVE DESCENT RATE TERRAIN SINK RATE “SINK RATE”

CAUTION (EDR)
NEGATIVE CLIMB RATE TERRAIN DON’T SINK

* “DON’T SINK”*
CAUTION (NCR) OR OR
TOO LOW - TERRAIN “TOO LOW, TERRAIN”
*INDICATES THE DEFAULT CONFIGURATION

16 AVIONICS
TRAFFIC ADVISORY SYSTEM Aircraft orientation is always heading up un-

less there is no valid heading. Map range is ad-
The traff ic advisory system (TAS) aids in de- justable with the RANGE knob from 2 to 40
tection and avoidance of other aircraft. TAS nm, as indicated by the map range rings. The
uses an onboard interrogator-processor and traff ic mode and altitude display mode ap-
the Mode S transponder for the air-to-air traf- pear in the upper left corner.
f ic data link.
Traff ic is displayed according to traff ic col-

lision avoidance system (TCAS) symbology LIMITATIONS
using four different symbols (Table 16-17).
Navigation using the avionics system is not au-
thorized north of 70° North latitude or south
of 70° South latitude because of unsuitable
Table 16-17. TAS SYMBOL
magnetic f ields near the North Pole and South
DESCRIPTIONS
Pole. Additionally, operations are not author-
ized in the following two regions:
TAS SYMBOL DESCRIPTION
• North of 65° North latitude between lon-
gitude 75° W and 120° W (Northern
No threat traffic
Canada).
Proximity advisory (PA) • South of 55° South latitude between lon-
gitude 120° E and 165° E (region south
of Australia and New Zealand).
Traffic advisory (TA)
For more information on limitations refer to

Traffic advisory off scale
the POH/AFM.
N o n t h r e a t a d v i s o r y ( wh i t e d i a m o n d ) — EMERGENCY/
Indicates that an intruding aircraft is at greater
than ±1,200 feet relative altitude or the dis-
ABNORMAL
tance is beyond 5 nm. Abnormal operation of the avionics system
includes failure of the system components and
Proximity advisory—Indicates that the in- associated equipment, including switches and
truding aircraft is within ±1,200 feet and 5 nm external devices.
range, but is not considered a threat.
Traff ic advisory (TA)—Indicates potentially STUCK MICROPHONE

hazardous intruding aircraft. Closing rate,
distance, and vertical separation meet TA cri- If the push-to-talk (PTT) key is stuck, the
teria. COM transmitter stops transmission after
35 seconds of continuous operation. An ad-
Traff ic advisory off scale—Appears as a half visor y aler t appears on the PFD indicating
TA symbol at the relative bearing of the intrud- that the microphone is stuck. The COM1
ing aircraft. MIC or COM2 MIC key on the audio panel
f l a s h e s a s l o n g a s t h e P T T key remain s
The traff ic map page shows surrounding TAS stuck (Figure 16-70).
traff ic data relative to the aircraft current po-
sition and altitude, without base map clutter
(Figure 16-69).

16 AVIONICS
OPERATING TRAFFIC ADVISORY, AIRCRAFT IS TRAFFIC, OUT OF
MODE 400 FEET BELOW AND CLIMBING RANGE
ALTITUDE
MODE
NON BEARING TRAFFIC (SYSTEM IS UNABLE TO PROXIMITY TRAFFIC,

DETERMINE BEARING), DISTANCE IS 8.0 NM, 1,000 FEET ABOVE
1,100 FEET ABOVE AND DESCENDING AND DESCENDING
Figure 16-69. Traffic Map Page
Depending on the f ailure mode, a red X

can appear on the frequency display
(Figure 16-71).
PFD FAILURE
Figure 16-70. Stuck Microphone Alert
If PFD1 fails, COM1 and NAV1 display a red
X on both remaining displays. NAV1 is unavail-
COM TUNING FAILURE able. COM1 automatically tunes 121.500 MHz,
but the frequency is not shown. The COM1
If a tuning f ailure occurs in either COM emergency frequency is available to both the
radio, the radio automatically tunes to the copilot and pilot (Figure 16-72).
emergency frequency (121.500 MHz).
EMERGENCY CHANNEL
LOADED AUTOMATICALLY
Figure 16-71. COM Tuning Failure

16 AVIONICS
Figure 16-72. Frequency Section of PFD2 Display After PFD1 Failure
If PFD2 fails, COM2 and NAV2 display a red

X on the remaining PFD display. NAV2 is un-
available. COM2 tunes 121.500 MHz, but the
frequency is not shown (Figure 16-73). The
COM2 emergency frequency is available to
both the copilot and pilot.
Figure 16-74. Display Backup Button
FAILURE MODE EFFECTS FOR

G1000® LRU FAILURES
Table 16-18 describes the failure mode ef-
fects for the G1000 ® LRU failures.
Figure 16-73. PFD1 Display After PFD2

Failure
AUDIO PANEL FAILURE

If a failure occurs in the audio panel, a fail-
safe circuit connects the pilot headset and mi-
crophone directly to the COM1 transceiver.
Audio is not available on the speaker during
fail-safe operation.
REVERSIONARY MODE
The red DISPLAY BACKUP button selects
the reversionary mode (Figure 17-74).

16 AVIONICS
Table 16-18. FAILURE MODE EFFECTS FOR G1000® LRU FAILURES
FAILURE EFFECT/INDICATION TO CREW

PFD #1 Failure • MFD enters reversionary mode
• GFC700 disconnects (abnormal disconnect tone)
NOTE: If PFD #1 fails, PFD #2 is no longer • If flight director #1 (FD #1) is engaged, yaw damper
connected to the HSDB. Therefore, the only data that disconnects
is still valid on PFD #2 in this failure mode is GDC #2 • PFD2 enters reversionary mode, but receives no
data, GRS #2 data, and GDL69A data (if installed). engine, GPS, NAV, or COM data
NOTE: The Altair ADASd engine trend monitor (ETM) • Red–X of COM1 and NAV1 on MFD
still gathers engine data throughout this failure mode. • Red–X of all COM and NAV on PFD2
However, the failure prevents communication between • Red–X of XPDR1 on MFD (dual GTX installation only)
the ETM and the displays. Therefore, no ETM–related • Red–X of all EIS on PFD2
messages are displayed to the crew, and no ETM–
related inputs to the display are received by the ETM. • Red–X of XPDR1 on PFD2
• Red–X of XPDR2 on PFD2 (dual GTX installation only)
• Red–X of clock on PFD2
• “NO COMP” annunciations for HDG, ROL, PIT, IAS,
and ALT on PFD2
• “GDL69 FAIL–GDL 69 has failed” alert message on
MFD (if installed)
• “GWX FAIL–GWX is inoperative” alert message on
PFD 2 (if installed)
• “XTALK ERROR–A flight display crosstalk error has
occurred” alert message on MFD and PFD2
• “XPDR1 FAIL–XPDR1 is inoperative” alert message
on MFD (dual GTX Installation only)
on PFD2
on PFD2 (dual GTX installation only)
• “GMA1 FAIL–GMA1 is inoperative” alert message on
PFD2
• “GPS NAV LOST–Loss of GPS navigation GPS fail”
alert message on PFD2
• “LOI” on HSI for GPS on PFD2
• “RA FAIL” on MFD and PFD2 (if installed)
• “IGNITION ON” alert displays regardless of igniter
state
MFD failure • PFD1 enters reversionary mode
• PFD2 enters reversionary mode
•If FD #2 is selected, AP and YD disconnect (abnormal
disconnect tone)
• Red–X of COM2 and NAV2 on PFD1
• Red–X of COM2 and NAV2 on PFD2
on PFD1 and PFD2 (dual GTX installation only)
occurred” alert message on PFD1 and PFD2
• “GWX FAIL–GWX is inoperative” alert message on
PFD1 and PFD2 (if installed)
• “BOTH ON GPS1” annunciation on PFD1 and PFD2
• Loss of traffic data (if installed)
• Loss of Stormscope™ data (if installed)

16 AVIONICS
Table 16-18. FAILURE MODE EFFECTS FOR G1000® LRU FAILURES (Cont)
PFD #2 failure • Loss of GDL69 data
• If FD #2 is selected, AP disconnect (abnormal
disconnect tone)
• “GDL69 FAIL–GDL 69 has failed” alert message
on PFD1
occurred” alert message on PFD1
GIA #1 failure • Red–X of COM1 and NAV1 on PFD1, PFD2, and MFD
NOTE: The Altair ADASd ETM communicates with the • “AHRS1 GPS–AHRS1 using backup GPS source”
G1000 through GIA #1. Therefore, the ETM is effectively alert message on PFD
failed in this case. • “AHRS2 GPS–AHRS2 not receiving backup GPS
information” alert message on PFD
• “AFCS” annunciator, AP disconnect, and YD
disconnect (abnormal tone) FD #2 still functions
• “BOTH ON GPS2” annunciation
(dual GTX installation only)
• “RA FAIL” (if radar altimeter installed)
• “IGNITION ON” alert displays regardless of
igniter state
GIA #2 failure • Red–X of COM2 and NAV2 on PFD1, PFD2, and MFD
• “AFCS” annunciator, AP disconnect, and YD
disconnect (abnormal tone) FD #1 still functions
• “AHRS2 GPS–AHRS2 using backup GPS source”
alert message on PFD
• “AHRS1 GPS–AHRS1 not receiving backup GPS
• “BOTH ON GPS1” annunciation
(dual GTX installation only)
• Traffic fail (if installed)
• Stormscope™ in fail (if installed)
GDC1 failure • Red–X of OAT and TAS gauges on PFD 1
NOTE: The indications described occur on any • Red–X of airspeed tape with “AIRSPEED FAIL”
display which has ADC 1 sensor selected (the standard displayed on PFD 1
configuration has ADC 1 selected on PFD 1. • Red–X of altitude tape with “ALTITUDE FAIL” displayed
on PFD 1
• Red–X of VSI tape with “VERT SPEED FAIL” displayed
on PFD 1
• “AHRS TAS–AHRS not receiving airspeed” alert
message on PFD 1
• If airborne, PFD1 (and MFD if in reversionary mode)
autoreverts to ADC2 data
GDC2 failure • Red–X of OAT and TAS gauges on PFD 2
NOTE: The indications described occur on any • Red–X of airspeed tape with “AIRSPEED FAIL”
display which has ADC 2 sensor selected (the standard displayed on PFD 2
configuration has ADC 2 selected on PFD 2. • Red–X of altitude tape with “ALTITUDE FAIL” displayed
on PFD 2
• Red–X of VSI tape with “VERT SPEED FAIL” displayed
on PFD 2
• “AHRS TAS–AHRS not receiving airspeed” alert
message on PFD 2
• If airborne, PFD2 autoreverts to ADC1 data

16 AVIONICS

GMA failure • “GMA1 FAIL–GMA1 is inoperative” alert message
on PFD
• No digital audio is available to the crew (fail-safe
COM1 is available to pilot headset).
GMU1 failure On PFD 1:
NOTE: The indications described occur on any • Red–X of HDG display
display which has AHRS 1 sensor selected (the • Removal of any bearing pointers from compass rose
standard configuration has AHRS 1 selected on PFD 1. • OBS pointer parks at 12 o’clock
• “HDG FAULT–A magnetometer fault has occurred”
• If airborne, PFD1 (and MFD, if in reversionary mode)
autoreverts to AHRS 2 data
GMU2 failure On PFD 2:
NOTE: The indications described occur on any • Red–X of HDG display
display which has AHRS 2 sensor selected (the • Removal of any bearing pointers from compass rose
standard configuration has AHRS 2 selected on PFD 2. • OBS pointer parks at 12 o’clock
• “HDG FAULT–A magnetometer fault has occurred”
• If airborne, PFD2 autoreverts to AHRS 1 data
GEA failure Red–X of all EIS gauges
NOTE: Though the Altair ADASd ETM has not failed, The following alerts no longer display:
most engine parameters used by the ETM are supplied • OIL PRESS LOW
by the GEA and are therefore unavailable to the ETM. • VOLTAGE LOW
• VOLTAGE HIGH
• ENGINGE FIRE
• RSVR FUEL LOW
• BATTERY OVHT (if NiCad installed)
• EMERG PWR LVR
• A–ICE PRESS LOW (if TKS installed)
• GENERATOR OVHT (if alert installed)
• BETA (if alert installed)
• DOOR UNLATCHED
• FUEL BOOST ON
• STBY PWR INOP
• ALTNR OVHT (if alert installed)
• FUEL PRESS LOW
• STARTER ON
• GENERATOR AMPS
• CHIP DETECT
• BATTERY HOT (if NiCad installed)
• A–ICE PRESS HI (if TKS installed)
• L FUEL LOW
• R FUEL LOW
• L–R FUEL LOW
The following alerts have only partial functionality:
• FUEL SELECT OFF
• PROP DE–ICE (if installed)
GTX failure • “TRAFFIC FAIL–Traffic device has failed” alert
message on PFD
• Red–X with “XPDR FAIL” message on PFD

16 AVIONICS

GRS1 failure On PFD 1:
NOTE: The indications described can occur on any • Horizon background blackout
display which has AHRS 1 sensor selected (the • Red–x over HDG and “ATTITUDE FAIL”
standard configuration has AHRS 1 selected on PFD 1). message on AI
• Removal of any bearing pointers from compass rose
• OBS pointer parks at 12 o’clock
• If airborne, PFD1 (and MFD, if in reversionary mode)
autoreverts to AHRS2 data
GRS2 failure On PFD 2:
NOTE: The indications described can occur on any • Horizon background blackout
display which has AHRS 2 sensor selected (the • Red–x over HDG and “ATTITUDE FAIL”
standard configuration has AHRS 2 selected on message on AI
PFD 2). • Removal of any bearing pointers from compass rose
• OBS pointer parks at 12 o’clock
• If airborne, PFD2 autoreverts to AHRS1 data
Loss of GPS signal • “AHRS GPS–AHRS not receiving backup GPS
• “AHRS GPS–AHRS not receiving any GPS
• “LOI” message appears on compass rose
• Loss of GPS signal strength observed on AUX–GPS
status page on MFD
• Aircraft symbol drops off of MFD map
• NRST waypoints all drop off of NRST page group
• Removal of affected GPS CDI indication from
compass rose
Loss of VOR/LOC signal • Removal of affected VOR/LOC CDI indication from
compass rose
Loss of G/S signal • Removal of affected LOC CDI indication from
compass rose
• Removal of GS diamond
• “NO GS” annunciation on GS scale

16 AVIONICS
QUESTIONS
1. The two GDC 74A air data computers 4. When the pilot chooses a lateral or vertical
supply information to which instruments? mode on the mode controller, the AFCS
A. S t a n d b y a i r s p e e d i n d i c a t o r , status box indicates:
standby altimeter, and standby at- A. Green for standby and white for active
titude indicator B. Magenta for standby and white for
B. PFD attitude indicator and horizontal active
direction indicator C. White for standby and green for active
C. PFD airspeed indicators, altimeters, D. Both white for standby and for active
and vertical speed indicators
D. MFD XM weather information sys-
tem 5. The CWS button on the control yoke:
A. Momentarily disengages the autopilot,
but leave the servos engaged
2. The BARO MIN setting on the PFD is:
B. Momentarily disengages the roll and
A. The height above ground level for the pitch servos, but not the autopilot
minimums of an approach
C. Disengages the yaw damper
B. The desired altitude at which the air-
D. Discontinues the pitch mode of the
craft levels when climbing to a se-
autopilot
lected altitude
C. The desired altitude at which the air-
craft descends when reaching the min- 6. The PLAY key on the audio panel allows:
imums of an approach A. Playback of the previously recorded
D. The decision height altitude or min- 2.5-minute block of a received audio
imum descent altitude on an ap- transmission
proach B. Playback of the last audio transmis-
sion on the No. 2 NAV
3. If the pilot PFD fails, the MFD and C. Receipt of the last PA request from the
passengers
copilot PFD:
D. Playback of the XM radio song that is
A. Automatically goes into reversionary
being uploaded
mode whether or not the reversion-
ary button on the audio panel is
pressed. 7. While operating the GWX weather radar
B. Automatically go into reversionary system on the ground, ensure that:
mode on the pilot PFD but not the A. The gain is calibrated properly
copilot PFD
B. The radar system has been tested
C. Either reversionary button on the pilot
C. The No. 2 COM is set to the ATIS
or copilot audio panel must be pressed
D. No one is within 11 feet of the radar
D. Are blank and the pilot must declare
antenna if the weather is activated
an emergency and land the aircraft
while on the ground
immediately

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
17 MISCELLANEOUS
INTRODUCTION................................................................................................................. 17-1
SYSTEMS
GENERAL ............................................................................................................................ 17-1
OXYGEN SYSTEM ............................................................................................................. 17-2
Description .................................................................................................................... 17-2
Components................................................................................................................... 17-2
Operation ....................................................................................................................... 17-2
Limitations..................................................................................................................... 17-4
QUESTIONS......................................................................................................................... 17-5

ILLUSTRATIONS
Figure Title Page
17-1 OXYGEN OFF-ON Lever and OXYGEN Gauge................................................. 17-2
17-2 Oxygen Duration Chart ......................................................................................... 17-3
17 MISCELLANEOUS
SYSTEMS

CHAPTER 17
MISCELLANEOUS SYSTEMS
17 MISCELLANEOUS
SYSTEMS
INTRODUCTION
This chapter describes the components, controls, and indications for the oxygen system
on the Cessna Caravan 208 G1000.
GENERAL
An oxygen system provides the supplementary altitude or for use in the event smoke or other
oxygen necessary for continuous flight at high toxic/noxious fumes are detected in the cabin.

OXYGEN SYSTEM CONTROLS AND INDICATIONS

Oxygen cylinder pressure is indicated by a
DESCRIPTION pressure gauge on the overhead console, ad-
jacent to the OXYGEN OFF-ON lever (Figure
Passenger models of the aircraft have a 117- 17-1).
cubic foot oxygen bottle and 2, 10, or 17 oxy-
gen ports, depending on the model. Cargo
models have a 51-cubic foot oxygen bottle
17 MISCELLANEOUS
and two oxygen ports, with the option for the

116.95-cubic foot bottle.
SYSTEMS
COMPONENTS
Oxygen Cylinder
Oxygen is supplied from a cylinder in the tail
cone and is reduced from cylinder pressure to
operating pressure by a regulator on the cylin-
der. A remote shutoff valve control lever in the
overhead console above the pilot and front Figure 17-1. OXYGEN OFF-ON Lever and
passenger seat controls an oxygen shutoff OXYGEN Gauge
valve, which is part of the regulator assembly.
OPERATION
Oxygen Outlets/Masks
In the cargo models of the aircraft, two oxy- Oxygen Duration
gen ports are in the cabin ceiling–one each out- In order to make optimum use of the aircraft
board of the pilot and front passenger seats. and oxygen system, it is important that the
In the passenger models, additional ports are pilot understand the capabilities of the system
adjacent to each aft passenger ventilating air as well as the duration of the oxygen supply.
outlet. The standard masks are partial rebreath- The oxygen duration chart (Figure 17-2) is
ing masks with vinyl hoses and flow indica- used to calculate the oxygen use time remain-
tors. The pilot mask has a microphone for ing in the system. The chart shown is for a 51
using the radio when using the oxygen system. cubic-foot-capacity oxygen system.
The pressure reading is taken from the gauge

Oxygen Pressure Gauge on the oxygen control panel in the cabin ceil-
The oxygen gauge has two colored arcs and a ing above the pilot. Locate the pressure on
colored line to indicate oxygen pressure. The the left side of the chart, and then follow the
yellow arc indicates 0 to 300 psi. The green arc line over to the right until the appropriate al-
indicates 1,550 to 1,850 psi. The red line in- titude line is encountered. From that point,
dicates 2,000 psi or greater. follow the vertical line to the bottom of the
chart, and then read the time in hours.

17 MISCELLANEOUS
SYSTEMS
(51 CUBIC FEET CAPACITY)
NOTE:
OXYGEN DURATION IN HOURS

= TOTAL HOURS DURATION
NUMBER OF PERSONS
Figure 17-2. Oxygen Duration Chart

For example, with an oxygen pressure reading

of 1,100 psi at an altitude of 15,000 feet, the
oxygen duration for one person is 4.2 hours.
If more than one person is using oxygen, di-
vide the time derived above by the number of
persons using oxygen.
Refer to the Pilot’s Operating Handbook and

the FAA-Approved Aircraft Flight Manual
17 MISCELLANEOUS
(POH/AFM), Section 9 for more informa-

tion about the oxygen system
SYSTEMS
operation.
LIMITATIONS
Refer to the POH/AFM for information about
the limitations of this aircraft.
EMERGENCY/ABNORMAL
WARNING
Do not permit smoking when using
oxygen. Oil, grease, soap, lipstick,
lip balm, and other fatty materials
constitute a serious fire hazard when
in contact with oxygen. Be sure
hands and clothing are oil-free before
handling oxygen equipment.
Refer to the POH/AFM for information about

emergency/abnormal procedures.

QUESTIONS
1. The oxygen system controls are:
A. In the overhead console.
B. On the instrument panel.
C. On the center console.
D. On the left sidewall switch and CB
panel.
17 MISCELLANEOUS
SYSTEMS

CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
GENERAL ............................................................................................................................ 18-1
Cold Weather Operation ................................................................................................ 18-2
Flight Profiles................................................................................................................ 18-2
AND PROCEDURES
18 MANEUVERS

ILLUSTRATIONS
Figure Title Page
18-1 Takeoff and Initial Climb....................................................................................... 18-3
18-2 Takeoff—Engine Failure Immediately After Takeoff ............................................ 18-3
18-3 Balked Landing...................................................................................................... 18-4
18-4 Landing Pattern...................................................................................................... 18-5
18-5 Instrument Approach ............................................................................................. 18-6
18-6 Emergency Descent Procedures............................................................................. 18-7
AND PROCEDURES
18 MANEUVERS

CHAPTER 18
MANEUVERS AND PROCEDURES
AND PROCEDURES
18 MANEUVERS
INTRODUCTION
This chapter provides information for performing maneuvers and procedures with the
Cessna Caravan 208 G1000. Flight prof iles are provided for normal takeoff and initial
climb, engine failure immediately after takeoff, go-around, landing pattern, instrument
approach, and emergency descent procedures.
GENERAL
Flight profiles offer outlines on power lever configuration, weight, weather, traffic, ATC in-
settings, propeller control settings, flap position, structions, etc. Procedures are consistent with
degrees of pitch, rate of climb, airspeed, trim, the Pilot Operating Handbook and Airplane
torque, weights, traffic patterns, rate of descent, Flight Manual (POH/AFM). If a conflict devel-
and minimum descent altitude (MDA) or deci- o p s b e t we e n t h e s e p r o c e d u r e s a n d t h e
sion height (DH). The profiles are used in nor- POH/AFM, the POH/AFM procedures must be
mal and emergency operating procedures. Actual followed.
in-flight procedures can differ due to aircraft

COLD WEATHER OPERATION and speeds shown are not intended to replace
those found in the POH/AFM. Consult the
Give special consideration to operation of POH/AFM prior to and during each flight for
the aircraft fuel system during the winter detailed information.
or prior to any flight in cold temperatures.
Proper preflight draining of the fuel sys-
tem eliminates any free water accumula-
tion. The use of an additive is required for
anti-ice protection. Refer to Section 8 of
the POH/AFM for infor mation on proper
use of additives.
Cold weather often causes conditions that re-

quire special care during aircraft operation.
Even small accumulations of frost, ice, or
snow must be removed from the wing, tail,
and all control surfaces to ensure satisfactory
flight performance. Control surfaces must be
free of any internal accumulation of ice or
snow.
Use an external preheater to reduce wear and

AND PROCEDURES
18 MANEUVERS
abuse to the engine and the electrical system.

Preheating lowers the viscosity of the oil
trapped in the oil cooler prior to starting in ex-
tremely cold temperatures.
Use an auxiliary power unit (APU) when am-

bient temperatures are below 0°F (–18°C).
Proper engine warmup ensures that oil temper-
ature is in the green arc (10–99°) prior to flight
operations.
If snow or slush covers the takeoff surface,

allowance must be made for takeoff dis-
tances, which increase as the snow or slush
depth increases. The depth and consistency
of this cover can prevent takeoff in many in-
stances.
FLIGHT PROFILES
The following pages depict typical flight and
maneuver prof iles (Figures 18-1 through 18-
6). The flight prof iles are not meant to re-
place established procedures but to provide a
suggested safe method for pilots without es-
tablished procedures. The power settings
shown are approximate while the airspeeds
are the minimum recommended. The distances

AFTER TAKEOFF
OBSTACLES CLEARED:
1. AIRSPEED 85 KIAS—FLAPS 10˚
3. CRUISE CLIMB—110-120 KIAS
ROTATE
1. ROTATE—70-75 KIAS
INITIAL CLIMB
BRAKE RELEASE 1. CLIMB SPEED—85-95 KIAS
1. BRAKES—APPLY
2. POWER—SET FOR TAKEOFF
3. ANNUNCIATIONS—CHECK
4. BRAKES—RELEASE
AND PROCEDURES
18 MANEUVERS
BEFORE TAKEOFF
1. BEFORE TAKEOFF CHECKLIST—
COMPLETE
2. WINGS FLAPS—20˚
Figure 18-1. Takeoff and Initial Climb
WHEN PILOT DUTIES PERMIT, COMPLETE THE

APPROPRIATE CHECKLIST EMERGENCY ITEMS
AT ROTATE SPEED SMOOTHLY ROTATE

THE AIRCRAFT TO AN 8-10° NOSEUP
ATTITUDE
AIRSPEED—85 KIAS WITH 20° FLAPS

LOSS OF ENGINE
AFTER LIFTOFF
Figure 18-2. Takeoff—Engine Failure Immediately After Takeoff

MAXIMUM THRUST
SECONDARY CLIMB
OBSTACLES CLEARED:
3. CRUISE CLIMB CHECKLIST—
COMPLETE
FINAL APPROACH INITIAL CLIMB

1. BEFORE LANDING CHECKLIST—
AND PROCEDURES
1. POWER LEVER—ADVANCE FOR

18 MANEUVERS
COMPLETE TAKEOFF POWER

2. LANDING CHECKLIST— 2. PITCH—ROTATE NOSE SMOOTHLY
COMPLETE TO 8˚-10˚ NOSE UP
3. WING FLAPS—20˚
4. AIRSPEED—80 KIAS (MIN)
400' AGL (MIN)

"GO-AROUND"
AIRPORT
Figure 18-3. Balked Landing

WHEN CLEAR OF RUNWAY

1. AFTER LANDING CHECKLIST—COMPLETE
LANDING ASSURED AND

LINED UP WITH RUNWAY
1. AIRSPEED—80 KIAS
2. TORQUE—AS NEEDED TO
MAINTAIN AIRSPEED
4. RETARD POWER LEVER TO
IDLE DURING FLARE OR AT
TOUCHDOWN
AND PROCEDURES
18 MANEUVERS
PATTERN ENTRY
1. BEFORE LANDING CHECKLIST—
COMPLETE
3. TORQUE—AS REQUIRED
4. AIRSPEED—120 KIAS OR BELOW
ABEAM LANDING POINT

2. TORQUE—AS REQUIRED
3. LANDING CHECKLIST—COMPLETE
FINAL TURN
2. TORQUE—AS NEEDED TO
MAINTAIN AIRSPEED
Figure 18-4. Landing Pattern

OUTSIDE IAF PROCEDURE TURN OUTBOUND

1. BEFORE LANDING 1. TORQUE—AS REQUIRED FOR
CHECKLIST—COMPLETE AIRSPEED CONTROL
2. WING FLAPS—10˚ 2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS 3. AIRSPEED—120 KIAS
PRIOR TO FIX
1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
4. LANDING CHECKLIST—COMPLETE
AND PROCEDURES
18 MANEUVERS
AT THE FINAL FIX

1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
LANDING ASSURED AND

LINED UP WITH RUNWAY
1. TORQUE—AS REQUIRED FOR LANDING
2. WING FLAPS—CONSIDERED
NOTE:
FINAL LANDING CONFIGURATION AND AIRSPEED SHOULD BE
ESTABLISHED BEFORE FINAL APPROACH FIX PASSAGE, IF
PROXIMITY OF THE FINAL APPROACH FIX TO THE AIRFIELD
DICTATES.
Figure 18-5. Instrument Approach

INITIAL DESCENT LEVEL-OFF
1. ATC TRANSPONDER CODE—7700 SMOOTH AIR: 1. AT 1,000' TO 2,000'

2. NOTIFY AIR TRAFFIC CONTROL 1. SEATS, SEAT BELTS, SHOULDER ABOVE DESIRED ALTITUDE,
3. REQUEST ALTIMETER SETTING HARNESSES—SECURE INITIATE THE LEVEL OFF
2. POWER LEVEL—IDLE PROCEDURES
3. PROPELLER CONTROL LEVER—MAX 2. CRUISE CHECKLIST—
COMPLETE (WHEN PILOT
AND PROCEDURES
(FULL FORWARD)
18 MANEUVERS
4. WING FLAPS—10˚ DUTIES PERMIT)
ROUGH AIR:
1. SEATS, SEAT BELTS, SHOULDER
HARNESSES—SECURE
2. POWER LEVER—IDLE
3. PROPELLER CONTROL LEVER—MAX
(FULL FORWARD)
4. WING FLAPS—0˚
5. AIRSPEED—VA
WEIGHTS AND AIRSPEEDS:
208 AND 208 CARGO MASTER

8,000 LB 150 KIAS
6,300 LB 134 KIAS
4,500 LB 115 KIAS
208B AND 208B SUPER CARGO MASTER

8,750 LB 148 KIAS
7,500 LB 137 KIAS
6,250 LB 125 KIAS
5,000 LB 112 KIAS
Figure 18-6. Emergency Descent Procedures

CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 19-1
DESCRIPTION..................................................................................................................... 19-2
Terminology .................................................................................................................. 19-2
Weight and Balance Computation Form....................................................................... 19-3
Fuel Weight and Moment.............................................................................................. 19-3
Baggage/Cargo Loading................................................................................................ 19-9
Passenger Seating Configuration ................................................................................ 19-19
Weights........................................................................................................................ 19-19
Center-of-Gravity Limits ............................................................................................ 19-19
Flight Load Factor Limits ........................................................................................... 19-19
Sample Weight and Balance Problems ....................................................................... 19-19
19 WEIGHT AND BALANCE

ILLUSTRATIONS
Figure Title Page
19-1 Center-of-Gravity Moment Envelope—208B ....................................................... 19-6
19-2 Center-of-Gravity Limits—208B .......................................................................... 19-7
19-3 Internal Cabin Loading Arrangement ................................................................. 19-10
19-4 Maximum Zone/Compartment Loading and Internal
Cabin Dimensions ............................................................................................... 19-11
19-5 Cargo Partition Net.............................................................................................. 19-13
19-6 Typical Cargo Restraint Methods ....................................................................... 19-14
19-7 Cargo Pod Specifications ................................................................................... 19-15
19-8 Cargo Pod Loading Arrangement ....................................................................... 19-16
19-9 Cargo Door Opening Restraining Net................................................................. 19-17
19-10 Cargo Tiedown Attachments............................................................................... 19-18
19-11 Optional Seating Arrangements (208B Passenger Version) ............................... 19-20
TABLES
Table Title Page
19-1 Aircraft Weight Limitations .................................................................................. 19-2

19-2 Weight and Balance Record (Loading Manifest).................................................. 19-4
19-3 Fuel JP 6.7 LBS/GAL AT 60°F ............................................................................ 19-5
19-4 Fuel AV 6.0 LBS/Gal at 60°F ............................................................................... 19-8
19-5 Maximum Certified Weights............................................................................... 19-21
19-6 Standard Aircraft Weights................................................................................... 19-21
19-7 Specific Loading.................................................................................................. 19-21
19-8 Loading Table—208B ......................................................................................... 19-21
19-9 Weight and Balance Computation—208B .......................................................... 19-22
19-10 Revised Weight and Balance Computation—208B ............................................ 19-22
19-11 Landing Weight and Balance Computation—208B ........................................... 19-22

CHAPTER 19
WEIGHT AND BALANCE

INTRODUCTION
This chapter describes the weight and balance information for the Cessna Caravan 208
G1000 aircraft. Information includes common terminology, applicable forms, tables, and
graphs used in determining that the aircraft meets the manufacturer’s weight and cen-
ter-of-gravity (CG) limitations. Each section includes a sample of the charts and graphs
and their use.

DESCRIPTION off speed and stall speeds increase. During take-

off, the rate of acceleration decreases and the
This section describes how to ensure that the required takeoff distance increases. Climb,
aircraft is operated within its weight and CG cruise, and landing performance also are ad-
limitations. Two methods for determining versely affected.
weight and balance are shown: the Weight
and Balance Computation Form and the Routinely determine the balance of the aircraft
Loading Manifest. since it is possible to be within the maximum
weight limits and still exceed the CG limits.
In order to achieve its performance and flight An aircraft loading that exceeds the forward
characteristics, the aircraft must be flown CG limit can place heavy loads on the nose-
within the approved weight and CG limits. wheel and cause the aircraft to be more diffi-
Although the aircraft offers flexibility of load- cult to rotate for takeoff or flare during landing.
ing, it cannot be flown with normal crew, full If the CG is too far aft, the aircraft can rotate
fuel tanks, and both cabin and cargo pod load- prematurely on takeoff, depending upon trim
ing zones filled to maximum capacity. settings. A properly loaded aircraft performs
as intended. Before the aircraft is licensed, a
Use the loading flexibility to ensure that the basic empty weight, CG, and moment, are
aircraft does not exceed its maximum weight computed. Specific information about the
limits and is loaded within the CG range be- weight, arm, moment, and installed equip-
fore takeoff (Table 19-1). ment for a particular aircraft as delivered from
the factory can be found in the plastic enve-
lope in the back of the Pilot’s Operating
Handbook and Airplane Flight Manual
(POH/AFM).
Table 19-1. AIRCRAFT WEIGHT
LIMITATIONS
WARNING
208B
It is the pilot responsibility to ensure
Maximum Ramp Weight 8,785 that the aircraft is loaded properly.
Maximum Takeoff Weight 8,750 Operations outside of prescribed
weight and balance limitations can
Maximum Landing Weight 8,500

result in an accident and serious or
fatal injury.
TERMINOLOGY
Weight is the basis for numerous flight and
structural characteristics. Flights at excess Arm—Horizontal distance from the reference
weight are possible and can be within the per- datum to the CG of an item.
formance capability of the aircraft, but loads
for which the aircraft was not designed can be Basic empty weight—Standard empty weight
imposed on the structure, especially during plus the weight of optional equipment.
landing.
CG—Point at which an aircraft balances if
Flight at weights over the maximum takeoff suspended. Its distance from the reference
weight can be a contributing factor in an acci- datum is found by dividing the total moment
dent, especially when combined with other fac- by the total weight of the aircraft.
tors such as temperature, field elevations, and
runway conditions. As weight increases, take-

CG arm—Arm obtained by adding the aircraft WEIGHT AND BALANCE

individual moments and dividing the sum by COMPUTATION FORM
the total weight.
The following information can help ensure
CG limits—Extreme CG locations within operation of the aircraft within the prescribed
which the aircraft must be operated at a given weight and CG limitations when using the
weight. Cessna Weight and Balance Computation form
(Table 19-2).
Mean aerodynamic chord (MAC)—MAC of a
wing is the chord of an imaginary airfoil, • Enter the basic empty weight and mo-
which throughout the flight range has the same ment from the most current line of the
force vectors as those of the wing. weight and balance record.
• Record the total amount of fuel in
Maximum landing weight—Maximum weight pounds on the aircraft and determine
approved for the landing touchdown. the moment by reading directly from
Table 19-3.
Maximum ramp weight—Maximum weight • List the weight of the pilot, flight case,
approved for ground maneuver. It includes passengers, and cargo, including cargo
the weight of start, taxi, and runup fuel. pod, if installed. Determine the moment,
per thousand, from Table 19-3 for each
Maximum takeoff weight—Maximum weight weight.
approved for the start of the takeoff roll.
• Total all weights and moments, and then
Moment—Product of the weight of an item divide that sum by1,000. The new value
multiplied by its arm. (Moment divided by must not exceed the maximum ramp
the constant 1,000 is used in the POH to sim- weight of the aircraft.
plify balance calculations by reducing the • Allowing 35 pounds of fuel for taxiing,
number of digits.) calculate the weight and balance for take-
off. This value must not exceed the max-
Reference datum—Imaginary vertical plane imum takeoff weight and the moment
100 inches forward of the front face of the must fall within the CG envelope (Figures
firewall. 19-1 and 19-2).

Standard empty weight—Weight of a stan- • Using the appropriate performance charts
dard aircraft including unusable fuel, full op- from Section 5 of the approved POH, de-
termine the fuel burn for the proposed
erating fluids, and full engine oil. trip. Then deduct the weight of fuel burned
from the takeoff weight and moment fig-
Station—Location along the aircraft fuselage ures and verify that the landing weight and
given in terms of the distance from the refer- CG are within the limits.
ence datum.
Tare—Weight of chocks, blocks, stands, etc. FUEL WEIGHT AND MOMENT

used when weighing an aircraft, and is in-
cluded in the scale readings. Tare is deducted Information on the fuel weight and moment ta-
from the scale reading to obtain the actual bles in the POH and Tables 19-3 and 19-4 are
(net) aircraft weight. based on average fuel density at a fuel tem-
perature of 60°F (15°C). However, fuel weight
increases approximately 0.1 pounds per gal-

Table 19-2. WEIGHT AND BALANCE RECORD (LOADING MANIFEST)

SAMPLE LOADING PROBLEM
SAMPLE AIRPLANE YOUR AIRPLANE
(CARGO LOADING SHOWN)
Weight Moment Weight Moment
Pounds Inch-Pound/1000 Pounds Inch-Pound/1000
1. Basic Empty Weight (Use the

data pertaining to your airplane
as it is presently equipped 5005 929.4
(includes unusable fuel and
full oil).
2. Usable Fuel (332 Gallons Max) 2224 451.7
3. Pilot (Seat 1)
170 23.1
(STA. 133.5 to 146.5)
4. Front Passenger (Seat 2)

(STA. 133.5 to 146.5)
5. Aft Passengers
(Commuter Seating):
STA. 173.9
STA. 209.9
STA. 245.9
STA. 281.9
6. Baggage/Cargo
(Cabin Locations):
Zone 1 (STA. 155.40 to 188.70) 120 20.6

Zone 2 (STA. 188.70 to 146.80) 416 90.6
Zone 3 (STA. 246.80 to 282.00) 200 52.9
Zone 4 (STA. 282.00 to 307.00) 200 58.9
Zone 5 (STA. 307.00 to 332.00) 200 63.9

Zone 6 (STA. 332.00 to 356.00) 50 17.2
7. Baggage/Cargo
(Cargo Pod Locations):
Zone A (STA. 100.00 to 154.75) 50 6.6

Zone B (STA. 154.75 to 209.35) 50 9.1
Zone C (STA. 209.35 to 257.35) 50 11.7
Zone D (STA. 257.35 to 332.00) 50 14.4
8. RAMP WEIGHT AND MOMENT 8785 1750.1
9. Fuel Allowance
-35 -7.0
(for engine start, taxi and runup)
10. TO WEIGHT AND MOMENT
(Subtract Step 9 from Step 8) 8750 1743.1
11. Locate this point (8750 at 1743.1) on the Center of Gravity Moment Envelope and since this point falls within
the envelope, the loading is acceptable.
NOTE
Refer to the Weight and Moment Tables for weight and moment of crew, passengers, usable fuel and cargo being
carried. Refer to Cabin Internal Loading Arrangements for aft passengers seating arrangements.

Table 19-3. FUEL JP 6.7 LBS/GAL AT 60°F
WEIGHT AND MOMENT TABLES

FUEL (JET FUEL WITH DENSITY OF 6.7 POUNDS/GALLONS AT 60°F)
MOMENT MOMENT
GALLONS WEIGHT INCH-POUND/1000 GALLONS
WEIGHT INCH-POUND/1000
GALLON POUNDS
WEIGHT MOMENT/1,000
(ARM VARIES) GALLONS POUNDS
WEIGHT MOMENT/1,000
(ARM VARIES)
5 34 6.8 175 1173 238.4
10 67 13.6 180 1206 245.2
15 101 20.4 185 1240 252.0
20 134 27.2 190 1273 258.8
25 168 34.0 195 1307 265.7
30 201 40.8 200 1340 272.5
35 235 47.6 205 1374 279.3
40 268 54.4 210 1407 286.1
45 302 61.2 215 1441 292.9
50 335 68.0 220 1474 299.7
55 369 74.8 225 1508 306.5
60 402 81.6 230 1541 313.3
65 436 88.4 235 1575 320.1
70 469 95.2 240 1608 326.9
75 503 102.0 245 1642 333.7
80 536 108.8 250 1675 340.5
85 570 115.7 255 1709 347.3
90 603 122.5 260 1742 354.1
95 637 129.3 265 1776 360.9

100 670 136.1 270 1809 367.7
105 704 142.9 275 1843 374.5
110 737 149.7 280 1876 381.2
115 771 156.6 285 1910 388.0
120 804 163.4 290 1943 394.8
125 838 170.2 295 1977 401.6
130 871 177.0 300 2010 408.4
135 905 183.8 305 2044 415.2
140 938 190.6 310 2077 422.0
145 972 197.5 315 2111 428.8
150 1005 204.3 320 2144 435.6
155 1039 211.1 325 2178 442.4
160 1072 217.9 327 2189 444.7
165 1106 224.7 330 2211 449.1
170 1139 231.5 332 2224 451.7

Figure 19-1. Center-of-Gravity Moment Envelope—208B

Figure 19-2. Center-of-Gravity Limits—208B

Table 19-4. FUEL AV GAS 6.0 LBS/GAL AT 60°F
Aft Passengers Seats

Pilot/Front
Passenger
Weight Seats 1 And 2 3 And 4 5 And 6 7 And 8 9 And 10
Pounds (Arm = 135.5 inches) (Arm = 173.9 inches) (Arm = 209.9 inches) (Arm = 245.9 inches) (Arm = 281.9 inches)
Moment ( Inch-Pound/1000)
1 0.1 0.2 0.2 0.2 0.3

2 0.3 0.3 0.4 0.5 0.6
3 0.4 0.5 0.6 0.7 0.8
4 0.5 0.7 0.8 1.0 1.1
5 0.7 0.9 1.0 1.2 1.4
6 0.8 1.0 1.3 1.5 1.7
7 0.9 1.2 1.5 1.7 2.0
8 1.1 1.4 1.7 2.0 2.3
9 1.2 1.6 1.9 2.2 2.5
10 1.4 1.7 2.1 2.5 2.8
20 2.7 3.5 4.2 4.9 5.6
30 4.1 5.2 6.3 7.4 8.5
40 5.4 7.0 8.4 9.8 11.3
50 6.8 8.7 10.5 12.3 14.1
60 8.1 10.4 12.6 14.8 16.9
70 9.5 12.2 14.7 17.2 19.7

80 10.8 13.9 16.8 19.7 22.6
90 12.2 15.7 18.9 22.1 25.4
100 13.6 17.4 21.0 24.6 28.2
200 27.1 34.8 42.0 49.2 56.4
300 40.7 52.2 63.0 73.8 84.6
EXAMPLE:
To obtain moments for a 185 pound passenger in seat 5, add moments shown for 100 pounds (21.0), 80 pounds (16.8)
and 5 pounds (1.0) for a total moment of 38.8 inch-pound/1000.
NOTE
The airplane may be configured with left single commuter seats installed on the right side, and right single commuter
seats installed on the left side. Actual seat location should be noted when computing airplane weight and balance.

lon (ppg) for each 25°F decrease in fuel tem- BAGGAGE/CARGO LOADING
perature. Therefore, when environmental con-
ditions are such that the fuel temperature is To facilitate carriage of large or bulky
different from that shown in the chart head- items, all aft seats (passenger version only)
ings, a new fuel weight calculation is to be and the front passenger seat can be removed
made using the 0.1 ppg increase in fuel for each from the aircraft (Figure 19-3). If a cargo
25°F decrease in fuel temperature. For ex- barrier and its three barrier nets are avail-
ample, on the table for Jet A fuel, the weight able, removal of the front passenger seat can
is based on fuel having an average density of be unacceptable.
6.7 ppg. For this example, assume that the
tanks are completely filled and the fuel tem- If seats are removed for hauling cargo and
perature is at 35°F, which is 25°F below the and the cargo barrier and its nets added, then
60°F on which the chart is based. adjust the basic empty weight and CG mo-
ment of the aircraft so that these values ac-
In order to calculate the increase in fuel curately represent the weight and moment of
weight, the following procedure must the aircraft before loading.
be used:
With all seats except the pilot seat removed,
• With a full load of 332 gallons, the a large cabin volume is available for bag-
chart indicates a weight of 2,224
pounds. To find the actual weight at gage/cargo. If the aircraft has a cargo bar-
a fuel temperature of 35°F, use the rier, the total volume available for cargo
following formula: behind the barrier is 340 cubic feet. Cargo
can be loaded through the large, almost
Revised fuel square, two-piece cargo door. The floor is
weight = 332 (6.70.1 lb/gal) flat from the firewall at fuselage station
= 332 (6.8 lb/gal) 100.00, except in the rudder pedal area, to
the aft side of the cargo door (station
= 2,257.6 lb
332.00), and has a 200-lb/square-foot al-
lowable loading.
• The resulting fuel weight increase due
to lower fuel temperature is 33.6 pounds Between station 332.00 and 356.00, additional
over the 2,224 pounds shown on the cargo space with a capacity of 320 lbs is pro-
chart, which might be significant in an

actual loading situation. vided on a floorboard raised approximately 5
inches above the main floor.
• Next, calculate the revised fuel moment.
The revised fuel moment is directly pro- Plywood flooring is in the cargo area for
portional to the revised fuel weight. ease of loading and distribution of concen-
trated loads.
X (revised weight) = 2,257.6 (revised weight)
4.53.3 2,224 In the area of the removed front passenger
(average moment) (average weight) seat, tie-down blocks can clamp to seat
X = (432.3 2257.6) divided by 2,224 tracks from station 125.00 to 159.98 to
X = 460.1 serve as tie-down attachment points. From
station 158 aft to the raised cargo floor,
• A value of 460 is the moment/1,000 of the seat tracks receive quick-release
the fuel load. Enter this figure on the ap- tiedown fasteners, which can be snapped
propriate line of the weight and balance into the tracks at 1-inch intervals. The
computation form or loading manifest.
raised cargo floor contains eight anchor
plates to which quick-release tiedown fit-
tings can be attached. Only rope, cable, or
other fittings rated at a minimum of 2,100

Figure 19-3. Internal Cabin Loading Arrangement
pounds are to be used for tie-downs. Loading Zones

Double-stud quick-release tie-downs re-
quire a 3,150 pound rating. The sidewalls in the cargo area are marked with
vertical lines for identification of the six load-
CAUTION ing zones. The marks between the lines iden-
tify each zone by number and display the
The maximum load value marked in maximum load that can be carried within the
each zone is based on all cargo being zones. Refer to the table in Figure 19-4 for
tied down within the zones. maximum zone weight limits. The maximum
load values marked in each zone are based on
CAUTION all cargo being tied down within the zones.
Exercise caution while loading or un- A horizontal line, labeled 75%, is marked
loading heavy cargo through the cargo along each sidewall as a loading reference. As
doors. An ideal loading in every other indicated on a placard on the lower cargo door,
respect can still cause tail tipping and zones forward of the last loaded zones must
structural damage if proper weight be at least 75% full by volume. Whenever
distribution is ignored. For example, possible, load each zone to its maximum avail-
heavy cargo loaded through the doors able volume before loading the next zone. A
and placed momentarily in zones 4 cautionary placard on the right sidewall be-
and 5, plus the weight of personnel tween zones 5 and 6 indicates that if zone 5
required to move it to a forward zone, load exceeds 400 pounds, then either a cargo
could cause an out-of-balance condi- partition net is required aft of the load or the
tion during loading. load must be secured to the floor.

Figure 19-4. Maximum Zone/Compartment Loading and Internal Cabin Dimensions

Cargo Nets Secure the barrier net fasteners for

takeoff, landing, and in-flight oper-
A cargo barrier and three barrier nets are di- ations. Detach the fasteners only to
rectly behind the pilot and front passenger move the nets for cargo loading and
seats (Figure 19-5). The barrier and nets pre- unloading through the crew area.
vent loose cargo from moving into the pilot and
front passenger stations during abrupt decel-
eration. The barrier consists of a U-shaped Cargo partition nets can be installed at five
assembly of honeycomb composite construc- locations to divide the cargo area into com-
tion. The assembly attaches to the four pilot partments. Three partition nets can be in-
and front passenger seat rails at station 153.00 stalled at stations 188.7, 246.8, 282.0, 307.0,
and to the cabin top at station 166.00. and 332.0.
The cargo barrier net consists of one net for The canvas partitions have nylon webbing
the left sidewall, one for the right sidewall, reinforcement straps crisscrossing at the
and one for the center. The left and right partition for added strength. The straps
nets cover the space between the barrier as- have quick-release fasteners, which attach
sembly and the aircraft sidewalls. The side to the floor tracks, two floor-mounted an-
nets fasten to the aircraft sidewalls and the chor plates just forward of the raised cargo
edge of the barrier with six quick release floor, and other anchor plates on the side-
fasteners each, three on each side. walls and ceiling. Four straps have ad-
justable buckles for tightening the straps
The center net covers the opening in the top during installation of the partition (Figure
center of the barrier. The center net fastens 19-5).
with four fasteners, two on each side.
Horizontal lines, labeled 75%, are marked on
the aft side of the cargo barrier. Placards above Zones
the horizontal lines caution that the maximum Zones divided by cargo partitions can be
allowable load behind the barrier is 3,400 loaded without additional tiedowns if the
pounds.The zones forward of the last zone total loaded density for each partitioned zone
must be at least 75% full by volume. The load does not exceed 7.9 pounds per cubic foot and
must be tied down if the zones are not at least if the zone is more than 75% full. Cargo
75% full. Refer to Figure 19-3 for maximum loading that does not meet these require-
zone loadings. ments must be secured to the cabin floor
(Figure 19-6).
CAUTION • The maximum cargo partition load is
the sum of any two zones. No more than
The cargo barrier and its attached two adjacent zones can be divided by one
nets provide cargo forward crash load partition. The partitions prevent the
restraint to protect the pilot and front cargo from shifting forward and aft in
passenger. However, the cargo must flight. The partitions are not adequate to
be secured to prevent load shifting withstand crash loads and do not replace
during takeoff, flight, landing, and the need for a cargo barrier.
taxi acceleration and deceleration.
The aircraft may be equipped with a cargo
pod. The cargo pod has compartments A, B,
C, and D, and holds a maximum weight of
1,090 pounds (Figure 19-7).

SIDEWALL AND CEILING ANCHOR PLATE (TYPICAL)
QUICK-RELEASE FASTENER
PARTITION REINFORCEMENT
ADJUSTABLE BUCKLE CARGO PARTITION NETS

(TYPICAL)
STA.
332
STA.
307
STA.
282
STA.
246.8
STA.
188.7 QUICK-RELEASE
FASTENER
FLOOR-MOUNTED ANCHOR

ANCHOR PLATE FORWARD
OF RAISED CARGO FLOOR
PARTITION
REINFORCEMENT
NOTES:
1. PARTITION NETS ARE AVAILABLE FOR INSTALLATION AT
STATION 188.7, 246.8, 282.0, 307.0, AND 332.0.
QUICK-RELEASE 2. IF PARTITION IS USED, THEY MUST BE IN CONJUNCTION WITH
FASTENER THE CARGO BARRIER. SINCE PARTITION ARE NOT DESIGNED TO
WITHSTAND CRASH LOADS, THEY CANNOT BE CONSIDERED
A REPLACEMENT FOR THE BARRIER.
3. EACH PARTITION WILL WITHSTAND THE FORWARD AND AFT
OPERATIONAL LOADS APPLIED DURING TAKEOFF, FLIGHT,
FLOOR
AND LANDING BY ANY TWO (2) ZONES FORWARD OR AFT OF
TRACK
THE PARTITION. USE OF THE PARTITION ALLOWS
SECTION
LOADING OF THE ZONES WITHOUT TYING DOWN THE
(TYPICAL)
CARGO IF THE LOAD DENSITY IS NO MORE THAN 75% FULL.
CARGO LOADING THAT DOES NOT MEET THESE
REQUIREMENTS MUST BE SECURED TO THE CABIN FLOOR.
Figure 19-5. Cargo Partition Net

CARGO PROPERLY TIED– CARGO IMPROPERLY TIED–

NO SHIFTS OCCUR SHIFTS OCCUR
MULTIPLE FORCES SECURED BY FEWER STRAPS
UPWARD CARGO RESTRAINT CYLINDRICAL CARGO TIE DOWN
PROPER TIE-DOWN FOR ALL FORCES
Figure 19-6. Typical Cargo Restraint Methods
The cargo pod zones are separated by bulk- Cargo restraint prevents cargo shift in five
heads. The cargo pod floor has a maximum directions: forward, aft, vertical, left, and
floor loading of 30 per square foot. Each com- right. cargo shifts occur during accelera-
partment has a loading door on the left side of tion or deceleration during takeoffs and
the pod. Each door has two latches and hinges landings and inflight during encounters
at the bottom. Rotating the latch handles hor- with air turbulence.
izontally secures the doors. Figure 19-8 il-
lustrates the cargo pod loading arrangements. Correct cargo restraint provides the proper
relationship among aircraft configuration
(with or without the barrier), cargo weight,
Cargo Restraints and the required restraint. Restraint is re-
A restraining net inside and over the cargo quired for flight, landing, and taxi loads,
door opening prevents loose items from falling and for crash loads.
out of the cargo door when the doors open. The
two halves of the net part in the center of the Cargo must be tied down for flight, landing,
door opening. The front and rear halves slide and taxi load restraint, and/or crash load re-
fore and aft on a rod to open the net. The net straint. Figure 19-10 illustrates the use of
attaches to the sidewall with screws and nut- cargo tiedown attachments. Cargo partition
plates on the front and rear edges of the net. nets can divide the cabin cargo area into com-
When the net is closed, the two halves are partments. If partitions are used, they must be
held together by snaps (Figure 19-9). used in conjunction with the cargo barrier.

CARGO POD HEIGHT MEASUREMENT

FORWARD FORWARD AFT AFT
DOOR CENTER DOOR CENTER DOOR DOOR
7 1/4"
19 1/2" 19 1/2" 19 1/2" 19 1/2" 14"

STATION 100 154.75 209.35 257.35 332
DOOR OPENING DIMENSIONS

NOTES:
1. HEIGHT DIMENSIONS ARE WIDTH HEIGHT HEIGHT HEIGHT
APPROXIMATE AND MEASURED AT (FRONT) (MID) (REAR)
FUSELAGE STATION SHOWN FROM
BOTTOM OF FUSELAGE TO INSIDE FORWARD DOOR 27 1/2" --- 14 1/2" ---
FLOOR. FWD. CTR. DOOR 30 1/2" --- 15 1/4" ---
2. WIDTH DIMENSIONS ARE
APPROXIMATE AND MEASURED AT AFT CTR. DOOR 27 1/2" --- 14 1/2" ---
FUSELAGE STATION SHOWN AND AFT DOOR 30 1/2" 13 1/2" --- 8 1/2"
ON WATERLINE 68.00 INSIDE POD.
CARGO POD WIDTH MEASUREMENTS

COMPARTMENT BULKHEADS COMPARTMENT BULKHEADS

44'' 51'' 50'' 49'' 47'' 41 3/4''
120 140 160 180 200 220 240 260 280 300 320 340 360
100 154.75 209.35 257.35 332
CARGO POD DOOR MARKINGS

FWD. COMPARTMENT CTR. COMPARTMENT – FWD CTR. COMPARTMENT – AFT AFT COMPARTMENT
MAX. WEIGHT 230 LBS. MAX. WEIGHT 310 LBS. MAX. WEIGHT 270 LBS. MAX. WEIGHT 280 LBS.
MAX. FLOOR LOADING MAX. FLOOR LOADING MAX. FLOOR LOADING MAX. FLOOR LOADING
30 LBS. PER SQ. FT. 30 LBS. PER SQ. FT. 30 LBS. PER SQ. FT. 30 LBS. PER SQ. FT.
NO SHARP EDGES NO SHARP EDGES NO SHARP EDGES NO SHARP EDGES
Figure 19-7. Cargo Pod Specifications

C.G. ARM STATION (C.G. ARM)

100
ZONE
* 132.4 A
ZONE ZONE ZONE ZONE
A B C D
* 182.1 B 100 154.75 209.35 257.35 332
* 233.4 C
* CARGO AREA CENTER OF GRAVITY IN ZONES A, B, C, AND D.
* 287.6 D
NOTE:
COMPARTMENT BULKHEADS SEPARATING ZONES A AND B
(STATION 154.75), ZONES B AND C (STATION 209.35),
AND ZONES C AND D (STATION 257.35) CAN BE USED AS A
REFERENCE POINT FOR DETERMINING THE LOCATION OF CARGO
FUSELAGE STATION.
Figure 19-8. Cargo Pod Loading Arrangement
Partitions are not designed to withstand piercing or penetrating nature cannot be loaded
crash loads and cannot be considered a re- as described above, then it must be tied down.
placement for the barrier. Each partition
withstands the forward and aft operational Special aircraft protection and personnel train-
loads applied during takeoff, flight, and ing are key considerations in transporting ap-
landing by any two zones forward or aft of proved hazardous materials.
the partition.
The fuselage bilge area under the cargo com-
The partitions allow loading of the zones partment from stations 168 to 356 is de-
without tying down cargo if the load den- signed for transport of hazardous materials,
sity is no more than 7.9 pounds per cubic which can be carried in any location within
foot and the zone is more than 75% full. this area.
Cargo loads that do not meet these re-
quirements must be secured to the cabin In addition to the pilot-in-command and flight
floor. Refer to Figure 19-6 for diagrams of crew (if used), other personnel such as cargo
typical cargo tie-down methods. receiving and loading personnel are to be prop-
erly trained on accepting, handling, storing,
Cargo of a piercing or penetrating nature is to loading, and unloading hazardous materials if
be loaded such that the barrier/nets, parti- such materials are transported.
tions, rear wall, and other cargo provide a
buffer between such cargo and the rest of the Information and regulations on air transport
cargo space. The density of the buffering cargo of hazardous materials is outlined in the Code
is to be sufficient to restrain piercing or pen- of Federal Regulations (CFR) Title 49 and
etrating items from passing through the bar- the International Civil Aviation Organization
rier/nets, partitions, and rear wall under critical (ICAO) Technical Instructions for the Safe
emergency landing conditions. If cargo of a Transport of Dangerous Goods by Air. Details
on training subject matter, location references

NOTES:
1. RESTRAINING NET INSTALLED INSIDE OF
AIRCRAFT OVER CARGO DOOR OPENING.
2. NET HALVES MUST BE PULLED CLOSED
AND SNAPPED TOGETHER TO PREVENT
ARTICLES FROM FALLING OUT OF DOOR
OPENING WHEN CARGO DOORS ARE OPENED.
NET SUPPORT
ROD
FRONT HALF OF
RESTRAINING NET

REAR HALF OF
RESTRAINING NET
SNAP-TYPE
FASTENER
(TYPICAL)
Figure 19-9. Cargo Door Opening Restraining Net

Figure 19-10. Cargo Tiedown Attachments

for this information, and guidelines for safe Model 208B

transport of hazardous materials are in the
aircraft Cargo Loading Manual. Center of gravity range:
• MAC—The leading edge of the MAC is
177.57 inches aft of the datum. The
PASSENGER SEATING MAC length is 66.40 inches.
CONFIGURATION
• Forward—179.60 inches (3.06% MAC)
The aircraft offers flexibility in seat arrange- aft of datum at 5,500 pounds or less,
ments (Figure 19-11). with straight line variation to 193.37
inches (23.80% MAC) aft of datum at
8,000 pounds and straight line variation
WEIGHTS to 199.15 inches (32.50% MAC) aft of
datum at 8,750 pounds.
Maximum Certified Weights • Aft—204.35 inches (40.33% MAC) aft
Refer to Table 19-5. of datum at all weights up to 8,750
pounds.
Standard Aircraft Weights • Reference datum—100 inches forward
of front face of firewall.
Refer to Table 19-6.
Specific Loading FLIGHT LOAD FACTOR LIMITS

Refer to Table 19-7. Flight load factors:
• Flaps up ........................ +3.8 g–1.52 g
CENTER-OF-GRAVITY LIMITS • Flaps down (all settings) ........ +2.4 g
Model 208 NOTE

Center of gravity range: The design load factors are 150% of
• MAC—The leading edge of the MAC is the above. In all cases, the structure
meets or exceeds design loads.

157.57 inches aft of the datum. The
MAC length is 66.40 inches.
• Forward—162.41 inches (7.29% MAC) SAMPLE WEIGHT AND
aft of datum at 4,200 pounds or less with
straight line variations to 174.06 inches BALANCE PROBLEMS
(24.83% MAC) aft of datum at 8,000
pounds. A sample weight and balance is used for the
208B. The flight is a continuation of the per-
• Aft—184.25 inches (40.33% MAC) aft formance problem earlier in this
of datum at all weights up to 8,000 chapter. The 208B sample problem also is a
pounds. continuation of the earlier performance prob-
• Reference datum—100 inches forward lem. In each problem, the 208B has a cargo
of front face of firewall. pod and is loaded according to
Table 19-8.

Figure 19-11. Optional Seating Arrangements (208B Passenger Version)
Table 19-5. MAXIMUM CERTIFIED WEIGHTS

208B AND 208B
208
SUPER CARGO MASTER
RAMP 8,035 lb 8,785 lb
TAKEOFF 8,000 lb 8,750 lb
LANDING 7,800 lb 8,500 lb
Table 19-6. STANDARD AIRCRAFT WEIGHTS
208B AND 208B

208 SUPER CARGO MASTER
STANDARD EMPTY WEIGHT 3,835 lb 4,570 lb
MAXIMUM USEFUL LOAD 4,200 lb 4,215 lb
TABLE 19-7. SPECIFIC LOADING
208B AND 208B SUPER

208 CARGO MASTER
WING LOADING 28.6 LB./SQ. FT. 31.3 LB./SQ. FT.
POWER LOADING 13.3 LB/SHP. 14.6 LB./SHP.

Table 19-8. LOADING TABLE—208B
208B
ITEM WEIGHT
PILOT AND FRONT PASSENGER 400
PASSENGER 3 200
PASSENGERS 4 AND 5 400
PASSENGER 6 200
PASSENGER 11 200
CABIN ZONE 6 320
CARGO POD ZONE A 230
CARGO POD ZONE B 202
CARGO POD ZONE C 200
CARGO POD ZONE D 200
FUEL WEIGHT 858

By referring to the weight and moment charts Table 19-10. REVISED WEIGHT AND
(refer to the POH/AFM) and entering the ap- BALANCE
propriate moment on the weight and balance COMPUTATION—208B
computation form, the aircraft weight and CG
can be determined as follows: TAKEOFF MOMENT 1,722.1
REMOVAL OF 150 LBS IN ZONE A –19.8
• The CG envelope in Figures 19-1 and ADDITION OF 70 LBS IN ZONE B 16.3
19-2 indicates that the sample load- ADDITION OF 80 LBS IN ZONE C 23.0
REVISED TAKEOFF MOMENT 1,741.6
ing in Table 19-9 for the 208B falls
outside of the approved flight enve-
lope. Therefore, weight has to be • A landing weight and balance is com-
moved from cargo pod zone A to pod puted in Table 19-11. The fuel used must
zones B and C in order to shift the be subtracted from the weight of the air-
CG. Since no weight is removed or craft, along with the moment of the fuel
added, compute the difference in the burned.
moments of the weights when the
cargo is moved to a different zone.
Also, because of the maximum weight Table 19-11. LANDING WEIGHT AND
limits for zones B and C, only 150 BALANCE
pounds can be removed from zone A COMPUTATION—208B
(70 pounds in zone B, and 80 pounds
208B
in zone C) (Table 19-10).
TAKEOFF WEIGHT 8,750 1,722.1
• When the CG envelope is consulted, FUEL USED DURING FLIGHT –306 61.8
the revised moment at 8,750 pounds LANDING WEIGHT 8,444 1,679.8
takeoff weight falls within the en-
velope, thus the aircraft is legal for
takeoff.
By examining the weight and balance chart,
the intersection between weight and moment
axis indicates that the landing weight and mo-
ment are within the CG envelope.
Table 19-9. WEIGHT AND BALANCE
COMPUTATION—208B
208B
ITEM WT MOM/1000
AIRCRAFT EMPTY WEIGHT 4575 846.5
FUEL LOAD 858 174.4
PILOT AND FRONT PASSENGER 400 54.2
PASSENGER 3 200 19.0
PASSENGERS 4 AND 5 400 69.6
CARGO ZONE 6 320 110.1
CARGO POD ZONE A 230 30.5
CARGO POD ZONE B 202 36.8
CARGO POD ZONE C 200 46.7
CARGO POD ZONE D 200 57.5
RAMP WEIGHT 8,785 1,729.3
TAXI FUEL –35 –7.2
TAKEOFF WEIGHT 8,750 1,722.1

The information normally contained in this chapter is in the Pilot’s Operating Handbook and the
FAA-approved Airplane Flight Manual (POH/AFM). Refer to Section 5—“Performance”, of the
POH/AFM for information on flight planning and performance.
20 FLIGHT PLANNING
AND PERFORMANCE
RESOURCE MANAGEMENT
21 CREW
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
INTRODUCTION................................................................................................................. 21-1
CREW CONCEPT BRIEFING GUIDE............................................................................... 21-3
Description .................................................................................................................... 21-3
Common Terms ............................................................................................................. 21-3
Pretakeoff Briefing (IFR/VFR) ..................................................................................... 21-3
Crew Coordination Approach Sequence ....................................................................... 21-5
ALTITUDE CALLOUTS ..................................................................................................... 21-8
Enroute .......................................................................................................................... 21-8
Approach—Precision .................................................................................................... 21-8
Approach—Nonprecision.............................................................................................. 21-9
Significant Deviation Callouts.................................................................................... 21-10

RESOURCE MANAGEMENT
21 CREW
ILLUSTRATIONS
Figure Title Page
21-1 Situational Awareness in the Cockpit .................................................................... 21-2
21-2 Command and Leadership ..................................................................................... 21-2
21-3 Communication Process ........................................................................................ 21-4
21-4 Decision-Making Process ...................................................................................... 21-4
21-5 Crew Performance Standards................................................................................. 21-6

RESOURCE MANAGEMENT
21 CREW
CHAPTER 21
CREW RESOURCE MANAGEMENT
INTRODUCTION
This chapter describes crew resource management (CRM) program. Information is provided
on the crew concept briefing guide and altitude callouts between pilots.

RESOURCE MANAGEMENT

21 CREW
CAPTAIN COPILOT Remember

INDIVIDUAL INDIVIDUAL
S/A S/A 2+2=2
- or -
2+2=5
(Synergy)
GROUP
S/A IT's UP TO YOU!
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
1. FAILURE TO MEET TARGETS
OPERATIONAL
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE "FLYING AIRPLANE"
6. NO ONE "LOOKING OUT WINDOW"
7. COMMUNICATIONS
HUMAN
8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.
Figure 21-1. Situational Awareness in the Cockpit
LEADERSHIP STYLES
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
STYLE LEADERSHIP LEADERSHIP
STYLE
(EXTREME) STYLE STYLE
(EXTREME)
PARTICIPATION
LOW HIGH
Command — Designated by Organization

— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on "What's right," not "Who's right"
Figure 21-2. Command and Leadership

RESOURCE MANAGEMENT
21 CREW
CREW CONCEPT BRIEFING GUIDE
DESCRIPTION
Experience has shown that adherence to SOPs helps to enhance individual and crew cockpit sit-
uational awareness and allows a higher performance level to be attained. Our objective is for
standards to be agreed upon prior to flight and then adhered to, such that maximum crew per-
formance is achieved. These procedures are not intended to supercede any individual company
SOP, but rather are examples of good operating practices.
COMMON TERMS
PIC Pilot in Command
Designated by the company for flights requiring more than one pilot. Responsible for con-
duct and safety of the flight. Designates pilot flying and pilot not flying duties.
F Pilot Flying
Controls the aircraft with respect to assigned airway, course, altitude, airspeed, etc., dur-
ing normal and emergency conditions. Accomplishes other tasks as directed by the PIC.
N Pilot Not Flying
Maintains ATC communications, copies clearances, accomplishes checklists and other
tasks as directed by the PIC.
B Both
PRETAKEOFF BRIEFING (IFR/VFR)

NOTE
The following brief ing is to be completed during item 1 of the pretakeoff checklist.
The pilot flying will accomplish the brief ing.
1. Review the departure procedure (route and altitude, type of takeoff, signif icant terrain fea-
tures, etc.).
2. Review anything out of the ordinary.
3. Review required callouts, unless standard calls have been agreed upon, in which case a re-
quest for “Standard Callouts” may be used.
4. Review the procedures to be used in case of an emergency on departure.
5. As a f inal item, ask if there are any questions.
6. State that the pretakeoff brief ing is complete.

RESOURCE MANAGEMENT

21 CREW
INTERNAL EXTERNAL INTERNAL

BARRIERS BARRIERS BARRIERS THINK:
• Solicit and give
NEED SEND RECEIVE OPERATIONAL feedback
GOAL
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operation
FEEDBACK outcome is
achieved
ADVOCACY: to increase others' S/A INQUIRY: to increase your own S/A

• State Position • Decide What, Whom, How to ask
• Suggest Solutions • Ask Clear, Concise Questions
• Be Persistent and Focused • Draw Conclusions from
• Listen Carefully Valid Information
• Keep an Open Mind
— REMEMBER—
Questions enhance communication flow.
Don't give in to the temptation to ask questions when Advocacy is required.
Use of Advocacy or inquiry should raise a "red flag."
Figure 21-3. Communication Process
HINTS:
• Identify the problem:
EVALUATE
RESULT RECOGNIZE — Communicate it
NEED
— Achieve agreement
IDENTIFY — Obtain commitment
AND
IMPLEMENT
DEFINE • Consider appropriate SOP's
PROBLEM
RESPONSE
• Think beyond the obvious
COLLECT alternatives
FACTS
• Make decisions as a result
SELECT A
RESPONSE IDENTIFY
ALTERNATIVES
of the process
WEIGH IMPACT
OF ALTERNATIVES
• Resist the temptation to
make an immediate decision
and then support it with facts
Figure 21-4. Decision-Making Process

RESOURCE MANAGEMENT
21 CREW
CREW COORDINATION APPROACH SEQUENCE
NOTE
The following crew coordination approach sequence must be completed as early as pos-
sible, prior to initiating an IFR approach. These items are accomplished during the “AP-
PROACH (IN RANGE)” checklist.
F—Requests the pilot not flying to obtain destination weather—Transfer of communication

duties to the pilot flying can facilitate the accomplishment of this task.
N—Advises the pilot of current destination weather, approach in use, and special infor-
mation pertinent to the destination.
F—Requests the pilot not flying to perform the approach setup.
N—Accomplishes the approach setup and advises of frequency tuned, identif ied, and
course set
F—Transfers control of the aircraft to the pilot not flying, advising, “You have control,
heading ____________ , altitude ____________ “ and special instructions. (Communications
duties must be transferred back to the pilot not flying at this point.)
N—Responds, “I have control, heading ___________ , altitude ___________ .”
F—Advises, “Approach brief ing.”
F—At the completion of the approach brief ing, the pilot flying advises, “Approach brief-
ing complete.”
F—Advises, “I have control, heading ___________ , altitude ___________ .”
N—Conf irms “You have control, heading ___________, altitude ___________ .”
F—“Before Landing checklist.”
N—“Before Landing checklist complete.”
NOTE
The above sequence must be completed prior to the FAF.
NOTE
During the above sequence, the terms F and N have not been reversed during the time
that transfer of control occurs.

RESOURCE MANAGEMENT

21 CREW
SITUATIONAL AWARENESS
a. Accomplishes appropriate preflight planning.
b. Sets and monitors targets.
c. Stays ahead of the aircraft by preparing for expected or contingency

situations.
d. Monitors weather, aircraft systems, instruments, and ATC communications.
e. Shares relevant information with the rest of the crew.
f. Uses advocacy/inquiry to maintain/regain situational awareness.
g. Recognizes error chain clues and takes actions to break links in the chain.
h. Communicates objectives and gains agreement when appropriate.
i. Uses effective listening techniques to maintain/regain situational awareness.
STRESS
a. Recognizes symptoms of stress in self and others.
b. Maintains composure, calmness, and rational decision making under stress.
c. Adaptable to stressful situations/personalities.
d. Uses stress management techniques to reduce effects of stress.
e. Maintains open, clear lines of communications when under stress.
COMMUNICATION
a. Establishes open environment for interactive communication.
b. Conducts adequate briefings to convey required information.
c. Recognizes and works to overcome barriers to communications.
d. Operational decisions are clearly stated to other crewmembers and

acknowledged.
e. Crewmembers are encouraged to state their own ideas, opinions, and

recommendations.
f. Crewmembers are encouraged to ask questions regarding crew actions.
g. Assignments of blame is avoided. Focuses on WHAT is right, and not WHO is

right.
h. Keeps feedback loop active until operational goal/decision is achieved.
i. Conducts debriefings to correct substandard/inappropriate performance and to

reinforce desired performance.
Figure 21-5. Crew Performance Standards (Sheet 1 of 2)

RESOURCE MANAGEMENT
21 CREW
SYNERGY AND CREW CONCEPT
a. Ensures that group climate is appropriate to operational situation.
b. Coordinates flight crew activities to achieve optimum performance.
c. Uses effective team building techniques.
d. Demonstrates effective leadership and motivation techniques.
e. Uses all available resources.
f. Adapt leadership style to meet operational and human requirements.
WORKLOAD MANAGEMENT
a. Communicates crew duties and receives acknowledgement.
b. Sets priorities for crew activities.
c. Recognizes and reports overloads in self and in others.
d. Eliminates distractions in high workload situations.
e. Maintains receptive attitude during high workload situations.
f. Uses other crewmember.
g. Avoids being a "one man show."
DECISION MAKING
a. Anticipates problems in advance.
b. Uses SOPs in decision making process.
c. Seeks information from all available resources when appropriate.
d. Avoids biasing source of information.
e. Considers and weighs impact of alternatives.
f. Selects appropriate courses of action in a timely manner.
g. Evaluates outcome and adjusts/reprioritizes.
h. Recognizes stress factors when making decisions and adjusts accordingly.
i. Avoids making a decision and then going in search of facts that support it.
ADVANCED/AUTOMATED COCKPITS
a. Follows automation related SOPs.

b. Specifies pilot and copilot duties and responsibilities with regard to
automation.
c. Verbalizes and acknowledges entries and changes in flight operation.
d. Verifies status and programming of automation.
e. Selects appropriate levels of automation.
f. Programs automation well in advance of maneuvers.
g. Recognizes automation failure/invalid output indications.
Figure 21-5. Crew Performance Standards (Sheet 2 of 2)

RESOURCE MANAGEMENT

21 CREW
ALTITUDE CALLOUTS
ENROUTE
1,000 Feet Prior to Level-Off
N F
State altitude leaving and assigned “ROGER”

level-off altitude
“100 above/below” “LEVELING”
APPROACH—PRECISION
N F
At 1,000 feet above minimums
“1,000 feet above minimums” “DH __________”
At 500 feet above minimums
“500 feet above minimums” “NO FLAGS”
“100 feet above minimums” “APPROACHING

MINIMUMS”
At decision height (DH)
“Minimums, approach lights at “CONTINUING”

(clock position)”
OR
“Minimums, runway at “CONTINUING”

(clock position)”
OR
“Minimums, runway not in sight” “GO AROUND”

RESOURCE MANAGEMENT
21 CREW
APPROACH—NONPRECISION
N F
At 1,000 feet above minimums
“1,000 feet above minimums” “MDA _____________”
“500 feet above minimums” “NO FLAGS”
“100 feet above minimums” “APPROACHING

MINIMUMS”
At minimum descent altitude (MDA)
“Minimums” “LEVEL”
At missed approach point (MAP)
“Approach lights at (clock position)” “CONTINUING”
OR
“Runway at (clock position)” “CONTINUING”
OR
“Runway not in sight” “GO AROUND”

RESOURCE MANAGEMENT

21 CREW
SIGNIFICANT DEVIATION CALLOUTS

N F
IAS ± 10 KIAS
“VREF ± ______” “CORRECTING TO ________”
Heading ±10° enroute, 5° on approach
“Heading ________ degrees left/right” “CORRECTING TO ________”
Altitude ±100 feet enroute, +50/–0 feet on f inal approach
“Altitude _________ high/low” “CORRECTING TO ________”
CDI left or right one dot
“Left/right of course ________ dot” “CORRECTING”
RMI course left or right ±5°
“Left/right of course ________ degrees” “CORRECTING”
Vertical descent speed greater than 1,000 fpm on f inal approach
“Sink rate _________” “CORRECTING”
Bank in excess of 30°
“Bank ________ degrees” “CORRECTING”

WALKAROUND
WALKAROUND
The following section is a pictorial walkaround.
Each item listed in the exterior power-off preflight
inspection is displayed.
The foldout pages contain photographs that depict

the specif ic area to be inspected. The general pho-
tographs contain circled numbers that correspond
to specif ic steps displayed on the subsequent pages.
FOR TRAINING PURPOSES ONLY WA-1

CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LEFT SIDE
WALKAROUND
1
4
1. WING LIGHT—CHECK (VERIFY CONDITION) 2. FUEL RESERVOIR DRAIN—DRAIN (USING FUEL

SAMPLER)
5
2
3. MAIN LANDING GEAR—CHECK 4. INBOARD FUEL TANK SUMP AND EXTERNAL

SUMP QUICK DRAIN VALVES—DRAIN (USING
FUEL SAMPLER)
5. FILL DOOR AND SIGHT GAUGE—CHECK
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

LEFT WING LEADING EDGE

WALKAROUND
5 6 8
3
2 4 7
1 1. WING TIE-DOWN—DISCONNECT 2. STALL WARNING VANE—CHECK
3. PITOT/STATIC TUBE—CHECK 4. LDG AND TAXI/RECOG LIGHTS—CHECK
5. FUEL QUANTITY—VISUALLY CHECK 6. FUEL FILLER CAP—SECURE

WALKAROUND
7. OUTBOARD FUEL TANK SUMP QUICK-DRAIN 8. NAV AND STROBE LIGHTS—CHECK (VERIFY
VALVE—DRAIN (USING FUEL SAMPLER) CONDITION AND CLEANLINESS)

LEFT WING TRAILING EDGE

WALKAROUND
1 2 4
3
5 6 1. FUEL TANK VENT—CHECK (VERIFY NO 2. AILERON AND SERVO TAB—CHECK (VERIFY
OBSTRUCTIONS) CONDITION AND SECURITY)
3. STATIC WICKS (4)—CHECK (VERIFY CONDITION) 4. SPOILER—CHECK (VERIFY CONDITION AND

SECURITY)
5. FLAP LEADING EDGE VORTEX GENERATORS— 6. FLAP—CHECK (VERIFY CONDITION AND

CHECK (VERIFY CONDITION AND SECURITY) SECURITY)

EMPENNAGE
WALKAROUND
3
1
2
8 1. BAGGAGE—CHECK SECURE (THROUGH CARGO 2. CARGO DOOR—CLOSED AND LATCHED
DOOR)
5
3. HORIZONTAL STABILIZER LEADING EDGE— 4. CONTROL SURFACES AND ELEVATOR TRIM
CHECK TABS—CHECK
5 9 10
4 6
5 7 5
5. STATIC WICKS (14 TOTAL)—CHECK 6. RUDDER GUST LOCK—DISENGAGE

WALKAROUND
7. NAV LIGHT—CHECK (VERIFY CONDITION AND 8. TAIL TIE-DOWN—DISCONNECT
CLEANLINESS)
9. OXYGEN FILLER DOOR (IF INSTALLED)— 10. PASSENGER ENTRY DOOR (IF INSTALLED)—
SECURE CHECK (CONDITION AND SECURITY)

RIGHT WING TRAILING EDGE

WALKAROUND
1. FLAP—CHECK (VERIFY CONDITION AND 2 SPOILER—CHECK (VERIFY CONDITION AND

SECURITY) SECURITY)
2 6
4 5
3
1
3. FLAP LEADING EDGE VORTEX GENERATORS— 4. AILERON AND TRIM TAB—CHECK (VERIFY
CHECK (VERIFY CONDITION AND SECURITY) CONDITION AND SECURITY)
5. STATIC WICKS (4 TOTAL)—CHECK (VERIFY 6. FUEL TANK VENT—CHECK (VERIFY NO

CONDITION) OBSTRUCTIONS)

RIGHT WING LEADING EDGE

WALKAROUND
1. NAV AND STROBE LIGHTS—CHECK (VERIFY 2 FUEL QUANTITY—VISUALLY CHECK

CONDITION AND CLEANLINESS)
1 2 3
6
4 7
5
8 9
3. FUEL FILLER CAP—SECURE 4. OUTBOARD FUEL TANK SUMP QUICK-DRAIN

10 VALVE—DRAIN (USING FUEL SAMPLER)
5. LND AND TAXI/RECOG LIGHTS—CHECK (VERIFY 6. PITOT/STATIC TUBE—CHECK (VERIFY SECURITY,

CONDITION AND CLEANLINESS) OPENINGS FOR STOPPAGE, AND WARMTH)

WALKAROUND
7. RADOME (IF INSTALLED)—CHECK (VERIFY 8. WING TIE-DOWN—DISCONNECT
CONDITION AND SECURITY)
9. INBOARD FUEL TANK SUMP AND EXTERNAL 10. MAIN LANDING GEAR—CHECK (CHECK
SUMP QUICK-DRAIN VALVES—DRAIN (USING PROPER TIRE INFLATION AND CONDITION OF
FUEL SAMPLER) GEAR)

NOSE
WALKAROUND
7
1. RIGHT CREW DOOR—CLOSED 2 EXHAUST COVER (IF INSTALLED)—REMOVE
6
2
23
24
25
3. COWLING—OPEN (RIGHT SIDE OF UPPER 4. ENGINE (RIGHT SIDE)—CHECK (VERIFY GENER-

COWLING FOR ACCESS AND CHECK CONDITION AL CONDITION, SECURITY, FUEL AND OIL
AND SECURITY) LEAKAGE, AND DAMAGE TO ANY COMPONENTS)
6 5. BATTERY—CHECK (VERIFY CONDITION AND 6. EXHAUST SYSTEM—CHECK (VERIFY CONDITION,

POWER CABLES SECURITY) SECURITY, CRACKS, DISTORTION, AND DAMAGE)

WALKAROUND
7. COWLING—CLOSE AND LATCH (RIGHT SIDE)

NOSE
WALKAROUND
12
9
10
9 10 11 8. PROPELLER ANCHOR—REMOVE 9. AIR INLET COVERS—REMOVE
13
11. PROPELLER—CHECK
22 10. AIR INLETS—CHECK
14
16 19 18
17
15
21
20
12. PROPELLER SPINNER—CHECK (VERIFY 13. NOSE WHEEL STRUT AND TIRE—CHECK
CONDITION AND SECURITY)

WALKAROUND
20. FUEL FILTER—CHECK FUEL FILTER BYPASS
14. COWLING—OPEN (LEFT SIDE OF UPPER 15. ENGINE (LEFT SIDE)—CHECK (VERIFY GENERAL 21. BRAKE FLUID RESERVOIR—CHECK LEVEL
FLAG (FOR PROPER LOCATION–FLUSH)
COWLING FOR ACCESS AND CHECK CONDITION, SECURITY, FUEL AND OIL LEAKAGE,
CONDITION AND SECURITY) AND DAMAGE TO ANY COMPONENTS)
16. INERTIAL SEPARATOR BYPASS OUTLET—

17. OIL DIPSTICK/FILLER CAP—CHECK 22. COWLING—CLOSE AND LATCH (LEFT SIDE)
CHECK CLOSED (VERIFY DUCT FREE OF 23. FUEL FILTER QUICK-DRAIN VALVE—DRAIN
DEBRIS) (USING FUEL SAMPLER)
18. ELECTRICAL POWER BOX CIRCUIT BREAK- 19. STANDBY ALTERNATOR AND BELT—CHECK 24. FUEL DRAIN CAN—DRAIN (UNTIL EMPTY) 25. FUEL PUMP DRAIN RESERVOIR—DRAIN (UNTIL
ERS—CHECK IN (VERIFY ALL CIRCUIT BREAK- (CONDITION) EMPTY)
ERS, INCLUDING STANDBY ALTERNATOR ARE IN)
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-17

ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 8 CHAPTER 16
1. C 1. B 1. C
2. A 2. B 2. D
3. C 3. A 3. A
4. A 4. B 4. C
5. D 5. C 5. B
6. C 6. A
7. C CHAPTER 9 7. D
8. C 1. D
2. A CHAPTER 17
CHAPTER 3 3. A 1. A
1. A 4. B
2. C
3. B CHAPTER 10
4. B 1. C
5. D 2. B
3. D
CHAPTER 4 4. C
APPENDIX A
1. C 5. A
2. A 6. B
7. B
CHAPTER 5 8. B
1. C 9. A
2. A
3. C CHAPTER 11
4. B 1. D
5. D 2. A
6. D 3. A
7. A 4. C
CHAPTER 7 CHAPTER 14
1. B 1. A
2. D 2. C
3. C 3. C
4. A
5. A CHAPTER 15
6. A 1. B
7. D 2. C
8. D 3. C
9. B 4. B
10. B
11. B
12. C
FOR TRAINING PURPOSES ONLY APP-1

LE
MP
SA
TH
P
Cessna
CITATION X
LE
NOTICE
M P
S A
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance Manuals.
It is to be used for familiarization and training purposes only.
T H
At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
P
of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any sugges-
tions you might have for improving this manual or any other aspect of our training program.
LE
Courses for the Citation X aircraft are taught at the following FlightSafety Learning Centers:
Columbus Learning Center
M P
Port Columbus International Airport, 625 North Hamilton Road, Columbus, Ohio 43219
A
Phone: (614) 559-3700 • Toll-Free: (800) 896-9563 • Fax: (614) 559-3715
S
Detroit Metro/Toledo Learning Center
Toledo Express Airport, 11600 West Airport Service Road, Swanton, Ohio 43558
H
P T Orlando Learning Center

4105 Bear Road, Orlando, Florida 32827-5001

1851 Airport Road, Wichita, Kansas 67209
Copyright © 2011 by FlightSafety International, Inc. All rights reserved.

INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
LE
Dates of issue for original and changed pages are:
Original...................0.0.................... July 2011
M P
Page
No.
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
S *Revision
No.
APage
No.
*Revision
No.
T H
Cover............................................................................
Copyright......................................................................
i—x...............................................................................
0.0
0.0
0.0
8-1—8-7.......................................................................
9-1—9-7.......................................................................
10-1—10-15.................................................................
0.0
0.0
0.0
P
1-1—1-5.......................................................................
2-1—2-15.....................................................................
2A-1—2A-13................................................................
3-1—3-15.....................................................................
4-1—4-9.......................................................................
5-1—5-13.....................................................................
0.0
0.0
0.0
0.0
0.0
0.0
11-1—11-11.................................................................
12-1—12-11.................................................................
13-1—13-13.................................................................
14-1—14-13.................................................................
15-1—15-21.................................................................
16-1—16-7...................................................................
0.0
0.0
0.0
0.0
0.0
0.0
6-1—6-15..................................................................... 0.0 17-1—17-9................................................................... 0.0
7-1—7-17..................................................................... 0.0 18-1—18-7................................................................... 0.0
*0.0 in this column indicates an original page.
For Training Purposes Only iii

LE
MP
SA
TH
P
Citation X Contents
E
1 Aircraft General 3 Lighting
L
Overview .............................................................................. 1-1 Overview .............................................................................. 3-1
CAS Messages .................................................................... 1-3 Interior Lighting ................................................................... 3-1
2 Electrical: Split Bus

Overview, SNs #0101 and Subsequent ............................... 2-1
M P
Cockpit Panel Lighting Switches ........................................ 3-3
Cockpit Overhead/Glareshield Lighting Switches ............... 3-4
Emergency Lighting Switches ............................................. 3-5
Cabin Lighting ..................................................................... 3-6
A
Battery Switches ................................................................. 2-4
Cabin Entry ..................................................................... 3-6
Generator Switches ............................................................. 2-4
S
Master Control Box ........................................................ 3-6
DC BUS 1/2 Switches ......................................................... 2-5
Passenger Advisory Lights ............................................. 3-7
CROSSTIE Switch ............................................................... 2-6
H
Interior Master ................................................................ 3-7
EXTERNAL POWER Switch ................................................ 2-6
Exterior Lighting .................................................................. 3-8
T
Hot Battery Bus ................................................................... 2-7
Exterior Lighting Switches ................................................. 3-10
Emergency Bus ................................................................... 2-7
P
Baggage Compartment Lighting ....................................... 3-13
Tailcone Compartment ...................................................... 3-13
2A Electrical: Non-Split Bus Under-Pylon Work Lights .................................................. 3-14
Overview, SNs #0001 through 0100 .................................. 2A-1
Battery Switches ............................................................... 2A-4 4 Master Warning System
Generator Switches ........................................................... 2A-4
Load Shed Switch ............................................................. 2A-5 Overview .............................................................................. 4-1
External Power Switch ...................................................... 2A-5 Primus Logic ....................................................................... 4-2
Hot Battery Bus ................................................................. 2A-6 Reversionary Displays .................................................... 4-2
Emergency Bus ................................................................. 2A-6 PFD Reversion ................................................................ 4-2
CAS Messages ................................................................ 2A-10 EICAS Reversion ............................................................ 4-4
For Training Purposes Only v

Citation X Contents
E
Crew Alerting System (CAS) ................................................ 4-5 6 Auxiliary Power System
Warning Messages (Red) ................................................ 4-5
L
Overview .............................................................................. 6-1
Caution Messages (Amber) ............................................ 4-5 Cockpit Indications ............................................................. 6-1
P
Advisory Messages (Cyan) ............................................. 4-5 APU Switches/Annunciators ............................................... 6-6
Status Messages (White) ................................................ 4-5 CAS Messages .................................................................. 6-13
5 Fuel
Fuel Storage ........................................................................ 5-1
A M
7 Powerplant
Overview .............................................................................. 7-1
H S
Fuel Tanks ....................................................................... 5-1
Center Tank .................................................................... 5-1
Wing Fuel ........................................................................ 5-1
Pumps ............................................................................ 5-2
FADEC Control .................................................................... 7-3
FADEC Inputs ................................................................. 7-3
FADEC Outputs .............................................................. 7-3
T
FADEC Faults ................................................................. 7-4
Valves ............................................................................. 5-2 Reversionary Control Modes .......................................... 7-4
P
Fuel Distribution .............................................................. 5-4 Engine Control Switches ..................................................... 7-6
Fuel System Switches ......................................................... 5-6 Ignition ................................................................................. 7-8
Refueling ............................................................................. 5-8 Engine Fuel System ............................................................. 7-8
Single-Point Pressure Refueling (SPPR) ......................... 5-8 Oil System ......................................................................... 7-10
Overwing Refueling ........................................................ 5-8 CAS Messages .................................................................. 7-12
Fuel Tank Drains .................................................................. 5-9
Fuel Quantity Indicating System ......................................... 5-9
8 Fire Protection
APU Fuel ............................................................................. 5-9
CAS Messages .................................................................. 5-10 Fire Detection ...................................................................... 8-1
Fire Extinguishing ................................................................ 8-3
CAS Messages .................................................................... 8-5
For Training Purposes Only vi

Citation X Contents
E
9 Pneumatics 12 Pressurization
L
Overview .............................................................................. 9-1 Overview ............................................................................ 12-1
Pneumatic System Switches ............................................... 9-3 Pressurization Switches .................................................... 12-5
CAS Messages .................................................................... 9-5
10 Ice & Rain Protection

P
Pressurization Indicators ................................................... 12-7
CAS Messages .................................................................. 12-9
M
13 Hydraulic Power System
A
Overview ............................................................................ 10-1
Engine/Wing Anti-Ice System ............................................ 10-4 Overview ............................................................................ 13-1
H S
Engine/Wing Anti-Ice Switches ......................................... 10-4
Pitot/Static System Heating .............................................. 10-7
Pitot/Static Switch ............................................................. 10-7
Approved Hydraulic Fluids ........................................... 13-1
Reservoirs ..................................................................... 13-1
Pumps .......................................................................... 13-1
T
Windshield Anti-Ice ........................................................... 10-8 Accumulators ................................................................ 13-1
Windshield Anti-Ice Switch ............................................... 10-8 Firewall Shutoff Valves .................................................. 13-1
P
Windshield Rain Removal ................................................ 10-10
Windshield Air Switch ...................................................... 10-10
CAS Messages ................................................................ 10-11
11 Air Conditioning

Unload Valves ............................................................... 13-2
Power Transfer Unit ...................................................... 13-2
Heat Exchangers .......................................................... 13-2
Auxiliary Hydraulic Pump ............................................. 13-2
Nosewheel Steering Accumulator ................................ 13-2
System Monitoring ............................................................ 13-4
Overview ............................................................................ 11-1
Rudder Standby System ................................................... 13-4
Bleed Air Controls ............................................................. 11-3
Hydraulic System Switches ............................................... 13-8
Air Conditioning Switches ................................................. 11-6
CAS Messages ................................................................ 13-10
CAS Messages ................................................................ 11-10
Environmental Smoke/Odor (No Message) ................ 11-10
For Training Purposes Only vii

Citation X Contents
E
14 Landing Gear & Brakes CAS Messages ................................................................ 15-16
L
Landing Gear ..................................................................... 14-1
Brake System .................................................................... 14-3 16 Avionics
Nosewheel Steering .......................................................... 14-5
Landing Gear Switches/Indicators .................................... 14-8
Brake Switches/Indicators ................................................ 14-9
CAS Messages ................................................................ 14-11 P
Overview ............................................................................ 16-1
Inertial Reference System (IRS) ......................................... 16-2
M
Navigation Source Controller ............................................ 16-3
A
Display Controller .............................................................. 16-4
Flight Guidance System (FGS) .......................................... 16-5
15 Flight Controls
S
Overview ............................................................................ 15-1
H
Primary Flight Controls ...................................................... 15-4
Autopilot Functions ...................................................... 16-5
Flight Management System (FMS) .................................... 16-6
17 Miscellaneous Systems
T
Elevators ....................................................................... 15-4
Horizontal Stabilizer ...................................................... 15-4 Thrust Reverser System .................................................... 17-1
P
Ailerons and Roll Control .............................................. 15-6
Roll Spoilers .................................................................. 15-6
Rudders ........................................................................ 15-8
Lower Rudder ............................................................... 15-8
Rudder Limiters ............................................................ 15-8
Upper Rudder ............................................................... 15-8
Autostow Protection ..................................................... 17-1
Thrust Reverser CAS Messages ....................................... 17-3
Passenger Oxygen Masks ................................................. 17-4
Oxygen Switches .............................................................. 17-6
Crew Oxygen Masks ......................................................... 17-7
Oxygen System CAS Messages ....................................... 17-8
Secondary Flight Controls ............................................... 15-10
Flaps ........................................................................... 15-10 18 Performance
Slats ............................................................................ 15-12
Certification ....................................................................... 18-1
Auto Slats ................................................................... 15-12
Standard Performance Conditions .................................... 18-1
Speedbrakes .............................................................. 15-14
Single-Engine Takeoff—Accelerate-Go ........................ 18-2
For Training Purposes Only viii

Citation X Contents
E
Takeoff—Accelerate-Stop ............................................ 18-2
Multi-Engine Takeoff ..................................................... 18-3
Landing ......................................................................... 18-3
Variable Factors Affecting Performance ............................ 18-4
Weight ........................................................................... 18-5
P L
M
Definitions .......................................................................... 18-6
S A
T H
P
For Training Purposes Only ix
LE
MP
SA
TH
P
LE
M P
SA
T H
P
Citation X
1 Aircraft General
Citation X 1—Aircraft General
Overview
The CE‑750 is a pressurized, swept-wing Transport Cat-
LE
P
egory jet aircraft approved for day-night, VFR and IFR
operations and, provided the required anti-icing equipment
is operational, for flights into known icing conditions. The
airplane is eligible for overwater operations with applicable
equipment specified in the appropriate operating rules; how-
A M WING CUFF
40°
S
FIXED LEADING
ever, it is not approved for ditching under FAR 25.801. Rec- EDGE
ommended ditching procedures are published in the AFM. SPEEDBRAKES
H
LEADING EDGE
The CE‑750 is approved for Category II operations although SLAT
T
this does not constitute operational approval. All flight oper- ROLL SPOILERS
ations require a crew of two pilots. The maximum number of
P
passenger seats allowed is 12 (plus two pilot seats).
AILERON
43°
FLAPS
MOVABLE HORIZONTAL
STABILIZER ELEVATOR
Figure 1-1. Citation X Top View

For Training Purposes Only 1-1
E
UPPER RUDDER
LOWER RUDDER
54°
P L 19.15'
M
(20.7' IF NOSE STRUT
IS FLAT AND MAINS
FULLY EXTENDED)
S
28.67’
A 72.34’
TH 26.09’
P
10.55’
63.64’
Figure 1-2. Citation X Side and Front Views

CAS Messages
E
The cabin door incorporates two seals. The TOILET DOOR OPEN
primary seal is inflated by service air and
The CAS messages described here pertain
to the door monitoring system.
WHITE: Status Messages

is monitored by the CABIN DOOR SEAL
message. This seal is inflated when the aft
lower locking pin engages the door frame
P L Indicates that the toilet door is open.
TAILCONE DOOR OPEN
M
and service air is available from the APU or
engine. The secondary seal is a compres- Indicates that the tailcone door is open.
CYAN: Advisory Messages
A
sion seal that should hold pressurization if
There are no white or cyan messages asso- the primary fails. The main cabin door frame BAGGAGE DOOR OPEN
ciated with the door monitoring system.
AMBER: Precautionary Messages S

incorporates an inflatable acoustic seal. It is
also inflated by service air but has no pres-
H
surization function.
Indicates that the baggage door is open.
RED: Status Messages

CABIN DOOR OPEN
P T
Be sure to lock the door with DC power on
or the message errors; this is the logic of the
proximity switch. Also the main door incor-
porates a vent door that is closed electri-
NOSE DOOR OPEN
Both bottom latches must be secured, mi-
croswitches in series; also has forward lock
and key lock.
There are no red messages associated with
the door monitoring system.
cally and opened mechanically. If the CBN FUEL DOOR OPEN

VENT DOOR OPEN message appears, the Either SPPR or gravity-feed doors activate
vent door can be closed mechanically by the message.
removing a plug on the aft side of the cabin
door. The vent door is there to assure that ESCAPE HATCH OPEN
the cabin is equalized to outside pressure
before the door is opened. Indicates that the escape hatch is open.

Notes
LE
M P
S A
TH
P
LE
M P
S A
TH
P
LE
M P
S A
T H
P
Citation X
2 Electrical: Split Bus
Citation X 2—Electrical Power: Split Bus
Overview
SNs #0101 and Subsequent
LE
The DC electrical system is supplied by two engine-driven
generators, two 44 ampere-hour NiCad or lead acid batter-
ies, an APU-driven generator, and an external power con-
M P
• AC-powered equipment consists of windshield heat (pow-
ered by an engine-driven alternator) and FADEC/ignition
(powered by a Permanent Magnet Alternator—PMA). The
A
nector (Figure 2‑1). FADECs may also be powered by main or emergency DC
power; however, ignition can only be powered by the PMA.
FL410.
H S
• The engine-driven generators operate up to a limitation
of 400 amps at 28.5 volts to FL410 and 300 amps above • The left and right engine-driven generators operate inde-
pendently. There is no load paralleling.
P T
• The APU generator operates up to a limitation of 300 amps
on the ground and 200 amps in flight.
• The main aircraft batteries are supplemented by a 2.5-

ampere-hour, 28-volt lead-acid power pack located in the
nose compartment which is a backup source of power for
• The APU generator will not come online or will drop offline
if the right engine-driven generator is online. The APU
generator supplies 28.5 volts power to the crossfeed bus
and through the 275-ampere current limiters to the main
buses.
the standby instruments.

E
LEFT CB PANEL RIGHT CB PANEL
LH EMER FEED RH EMER FEED LH EMER FEED RH EMER FEED
LH FIRE &
FADEC
RH FIRE &
FADEC
AVIONICS
P L EICAS
M
SW LH RH
LH GEN FEED RH GEN FEED (EICAS) AVIONICS AVIONICS
S A
H
STBY INST
AVIONICS SW BUS AVIONICS
SW
T
STBY
XTIE
BATT
LEFT MAIN BUS SW RIGHT MAIN BUS
P
GEN DC BUS LEFT SIDE LEFT SIDE EXT APU
SW 1 SW PANEL V V PANEL & APU DC BUS PWR GEN GEN
2 SW SW SW SW
LH EMER RH EMER
V
V EICAS EICAS
DC VOLTS GPU
DC
BATTERY 1 SW BATTERY 2 SW VOLTS
LH RH APU
A EICAS EICAS A GEN GEN
GEN
EICAS V LH BATT RH BATT

V EICAS APU CONTROL
BATT V BUS BUS BATT V APU PANEL
LEGEND MSTR
QUICK SW
LEFT ELECTRICAL SYSTEM
DISCONNECT
RIGHT ELECTRICAL SYSTEM
APU APU
LEFT SIDE A START APU START SW
PANEL BATT BATT A
1 2
Figure 2-1. Split Bus System Schematic

LE
M P
S A
TH
P
Figure 2-2. Split Bus System Controls
Battery Switches
BATT 1/BATT 2: Associated battery relay will
LE
OFF: Associated battery relay is open and
close, provided a certain minimum voltage is
available from the associated battery. Once
M
a battery relay is closed, the battery bus is P
that battery system is electrically isolated
from the rest of the DC system. With a bat-
tery relay open, that battery will no longer be
S
gency bus system on that side.
A
electrically connected to the DC power/emer- able to accept a charge source from a gen-
erator, nor will the battery be able to power
any emergency or main DC bus item.
T
Generator Switches
H
P LH/RH GEN: Signals the GCU to close the
generator power relay. The GCU will close the
relay if the generator is operating and pro-
ducing voltage which is equal to, or greater
than, the voltage value sensed on the gen-
OFF: Signals the GCU to open the associ-
ated power relay.
RESET: GCU will close the field relay if the

GCU logic criteria are valid. The generator
erator bus. switch, however, cannot be used to open the
field relay. The switch is spring-loaded and
will return to the OFF position.

DC BUS 1/2 Switches

NORM: Associated electrical isolation relay is closed
LE
isolated from its main DC bus system is power-
and that side’s DC power and emergency bus sys-
tems are connected to the main DC bus system.
M P
ing all the items on its emergency bus and will
become depleted over time unless charging it
re-established.
A
EMER: Associated electrical isolation relay is open.
When the relay is open, the emergency DC system is • Following a generator failure, that side’s battery is
H S
electrically isolated from the main DC system.
There are two significant effects on the electrical

system whenever a DC power isolation relay is open:
powering all electrical items on both the emergen-
cy and main DC buses. Such a scenario will result
in a battery becoming rapidly depleted. The DC
T
power isolation relays should both be opened to
shed the main DC-bus load while still powering the
P
• Generator power (if available) is no longer able
to keep the associated battery charged, nor is emergency bus items. Battery life can be extended
main DC power being used to power that side’s to approximately one hour by accomplishing this
emergency bus. Rather, the battery that is now isolation procedure.

CROSSTIE Switch
XTIE: The XTIE switch allows the pilot to close or
LE
can result in severe battery discharge. The crosstie
open the crosstie relay. The crosstie relay automati-
cally closes when the batteries are turned on. If an
M
engine or generator should fail in flight, it will not P
closes automatically with weight on wheels if a gen-
erator is offline. When the EXT PWR switch is placed
on with an EPU plugged in, the crosstie automati-
S A
close automatically and the pilot must remember to
close the crosstie using the switch. Failure to do so
cally closes.
EXTERNAL POWER Switch
T H
P
EXT PWR: The external power annunciator-switch
allows the pilot to monitor and select an external
power unit (EPU) as a power source. If a power cart
is connected and voltage is present, the AVAIL por-
tion of the annunciator-switch should illuminate. If
the AVAIL portion is lit, the pilot can push the annun-
ciator-switch to connect the EPU electrically to the
right main DC bus, provided another generator is not
being used to power that bus.

Hot Battery Bus

Battery 1
Emergency Bus
LE
The following are not on the emergency bus:
• Entry lights
• Toilet service lights
• Tailcone lights
M
• Slats/flaps
• Primary trim
P
• Thrust reversers
• Single-point refueling panel lights
• Underside pylon work lights
S A • Nosewheel steering
• Antiskid
Battery 2
• Baggage compartment lights
T H All anti-ice valves will fail open and the pressurization will
revert to manual control. Center tank fuel transfer, cross-
P
feed, and gravity crossflow will continue if selected prior to
• Nosewheel steering accumulator relief button the electrical power loss to the emergency buses. Air traffic
• ELT (emergency locator transmitter) control will lose your transponder unless you have it as an
option on the left emergency bus, and no external identifi-
cation lights will be operational.

E
L START LOGIC R START LOGIC
L EMER LTS R EMER LTS
L
AUX PANEL LTS STBY P/S HT
L W/S A/I CONT R BLD PRECOOLER
L BLD PRECOOLER SEC STAB TRIM
P
PITCH FEEL RUD TRIM
ALERON TRIM UPPER RUD/YAW DAMP B
UPPER RUD/YAW DAMP A RUD LIM B
M
RUD LIMIT A AUDIO WARN 2
AUDIO WARN 1 AUDIO AMP 2
AUDIO AMP 1 HF 1
A
COM/NAV/RMU 1 ATT/HDG 2 AUX PWR
STANDBY NAV/COM MADC 2
S
TRANSPONDER 1 (OPT.) R FIRE DET/EXT
ATT/HDG 1 AUX PWR R F/W SHUTOFF
MADC 1 L & R FADEC B
STANDBY HSI A AUX HYD PUMP
H
L FIRE DET/EXT GEAR (CONTROL & IND. LIGHTS)
L F/W SHUTOFF APU (POWER, ECU, FIRE)
L & R FADEC A BAT 1 & 2 AMP METER
T
L. FUEL PUMP
BAT 1 & 2 AMP METER LH EMER RH EMER
P
LEGEND
BATTERY POWER
BATTERY 1 SW
EICAS
BATT V
V
LH BATT
BUS
BATTERY 2 SW
RH BATT
BUS V
QUICK
DISCONNECT
LEFT SIDE A
PANEL BATT BATT A
1 2
Figure 2-3. Emergency Bus Items (Split Bus)

LE
M P
S A
TH
P
Figure 2-4. Pilot Circuit Breaker Panel
LE
M P
S A
NOTE:
TH
P
EMERGENCY BUS
AVIONICS REQUIRE
THE AVIONICS POWER
SWITCH TO BE IN THE
ON POSITION (OR
ALTERNATELY, DC
POWER BUS 1 / BUS 2
SWITCHES IN EMER.)
Figure 2-5. Copilot Circuit Breaker Panel

CAS Messages
E
tor buses. Compare to same message if it same message text when it is displayed
is displayed in amber. in amber.
WHITE: Status Messages
There are no white CAS messages that

BATT 1-2 OFF
Indicates that the respective battery has
P L DC BEARING L-R-APU
Indicates impending generator bearing fail-
M
pertain to the split-bus electrical system. been selected OFF in response to a battery ure within approximately 4 hours of opera-
over-temperature (NiCad battery installations. Maintenance is required. Under some
CYAN: Advisory Messages
AC BEARING L‑R A
tions only) and the overtemperature con-
S
dition is still active. Compare to the same
message text when it is displayed in amber.
conditions, the message may come on and
go off or it may extinguish altogether after
being on for some time. The four hours
begins from the first time the message ap-
Indicates impending left or right AC alterna-
T
tor bearing failure. Approximately 20 hours
of bearing life remain. Maintenance is re-
HCROSSTIE CLOSED
Indicates that the crosstie relay has been
pears. Maintenance is required.
REMOTE CB TRIPPED
P
quired. Dispatch per MEL limitations. closed (using the XTIE annunciator switch)
because of a generator failure, or that the Indicates that at least one J-box circuit
APU GEN OFF relay has closed automatically during initial breaker is tripped (open). There are 20 cir-
electrical power-up on the ground. The cyan cuit breakers in the aft that cause this mes-
On the ground: Indicates that the APU is
message is appropriate when one available sage to be displayed.
running but the APU generator is not con-
power source (batteries, APU, GPU, or a
nected to the right main DC bus.
single generator) is being used for both the
In flight: Indicates that the APU is running left and the right electrical systems. Inflight,
but that the APU generator is not connected the message is cyan if the left generator
to the right main DC bus as would occur or both the right generator and the APU
when both engine generators are online generator are offline and the crosstie relay
and connected to their respective genera- has been selected closed. Compare to the

E
AMBER: Precautionary Messages an actual fault on the associated battery pilot should open the crosstie relay using
or emergency bus. Initially, this would be the XTIE switch-annunciator and selecting
APU GEN OFF
This is an inflight-only message that occurs
when the right engine generator is failed or
manifested as a DC OVERCURRENT as
the generators attempt to feed the fault.
The BATT OVERCURRENT message would
P L the OPEN position. The purpose of the split-

bus design is to allow separate generator
sources to power their respective left and
M
appear after the main DC bus was isolat- right sides independently. Compare to the
off line and the APU is running but the APU ed from the rest of the electrical system same message text displayed in cyan.
A
generator is not on line. Compare to same and would replace the DC OVERCURRENT
message text displayed in cyan. message. The second cause for a battery DC BUS EMER 1-2
BATT 1-2 OFF
This message indicates that a battery switch
H S
overcurrent could be a fault on the main DC
bus that was not isolated from the emer-
gency bus after the generator switch was
turned off. In this situation, the main bus
Indicates that the respective BUS 1 or BUS
2 isolation relay is open. This relay can open
automatically (in response to a main DC
T
is off without an associated battery overtem- OVERCURRENT condition) or the pilot can
perature condition existing. If the battery is fault is transferred to the battery system.
manually open the relay by using the asso-
P
off and a battery overtemperature condition As with the previous condition, the first
indication would be the DC OVERCUR- ciated BUS 1 or BUS 2 switch-annunciator.
is currently active (red BATT O’TEMP L-R If this message is illuminated, the affected
message displayed), this message text will RENT, followed by the BATT OVERCUR-
RENT message. side’s battery is no longer being charged
be displayed in cyan. and if the battery switch were on, that bat-
CROSSTIE CLOSED tery would be supplying electrical power to
BATT 1-2 OVERCURRENT the emergency bus.
This message would indicate that a large The amber message is an abnormal con-
current draw exists on an associated bat- dition that signifies that the crosstie relay DC OVERCURRENT L-R
tery or emergency bus. This would appear is closed when it should be open. The
crosstie relay should be open whenever This message would indicate that a large
for two reasons, both involving a DC OVER- current draw exists on an associated main
CURRENT message. The first would involve two separate generator sources are con-
nected to their own generator buses. The DC generator bus. If the overcurrent is ex-

E
cessive, automatic monitoring will open the RED: Warning Messages
affected generator BUS 1 or BUS 2 isola-
tion relays in a few seconds. If this occurs,
the isolation relay and the crosstie relay
are latched open and cannot be closed. If
GEN OFF L-R
P
Indicates that both the left and the right en-
gine generator power relays are open with L
M
the over-current fault was not on the main
generator bus but was on the emergency the thrust levers out of cutoff. If the APU
A
or battery bus, the BATT OVERCURRENT generator is available, it should be con-
message will replace the DC OVERCUR- nected to the right main DC bus and the
S
RENT message once the generator bus is crosstie relay should be closed. If the APU
isolated. generator is not available, the DC Power
H
BUS 1 and BUS 2 isolation relays should
GEN OFF L be opened if required to extend battery life.
GEN OFF R
P T
Indicates that either the left or the right en-
gine generator power relay has opened with
the thrust lever out of cutoff.
BATT 1-2 O’TEMP
Indicates that the associated battery inter-
nal temperature has exceeded certain limits
(NiCad battery installations only). The first
over-temperature message will occur at
+63°C. If the battery temperature contin-
ues to rise, a second indication of the same
warning (with associated MASTER WARN
lights and double chimes) occurs at +71°C.

Notes
LE
M P
S A
TH
P
LE
M P
S A
TH
P
Original
MEMORY FLASH CARDS

Copyright © 2010, FlightSafety International, Inc.
Unauthorized reproduction or distribution is prohibited. All rights reserved.
INSERT LATEST REVISED CARDS, DESTROY SUPERSEDED CARDS
LIST OF EFFECTIVE CARDS
Dates of issue for original and changed cards are:
Original.............. 0.............September 2010 Incorporates AFM Rev. 1 - 24 March 2008
TOTAL NUMBER OF CARDS IN THIS SET IS 14

CONSISTING OF THE FOLLOWING:
Card *Revision
No. No.
Title........................................................... 0
ii................................................................ 0
E-1 – E-7A................................................ 0
L-1 – L-6A................................................. 0
*Zero in this column indicates an original card.

FOR TRAINING PURPOSES ONLY ii
Emergency
ENGINE POWER ROLLS BACK TO IDLE

FOR TRAINING PURPOSES ONLY E-1
ENGINE POWER ROLLS BACK TO IDLE
1. POWER Lever.......................................................................... IDLE
2. EMERGENCY POWER Lever................................................... USE
(maintain 65% Ng minimum during flight)

FOR TRAINING PURPOSES ONLY E-1A
Emergency
ASYMMETRIC FLAP
EXTENSION OR SUDDEN FLAP
RETRACTION ON ONE SIDE

ASYMMETRIC FLAP
EXTENSION OR SUDDEN FLAP
RETRACTION ON ONE SIDE
1. Apply aileron and rudder to stop the roll

2. FLAP SELECTOR....................................................................... UP
3. Airspeed............................................ SLOW (to 100 KIAS or less)

Emergency

1. POWER Lever........................................................................... IDLE
2. PROP RPM Lever............................................................ FEATHER
3. FUEL CONDITION Lever.................................................. CUTOFF
4. FUEL SHUTOFF Knob.................................................... PULL OFF
5. CABIN HEAT FIREWALL SHUTOFF CONTROL............. PULL OFF

Emergency

IF GAS GENERATOR SPEED (NG) IS ABOVE 50%:
1. POWER Lever.......................................................................... IDLE
2. IGNITION Switch........................................................................ ON
IF GAS GENERATOR SPEED (NG) IS BELOW 50%:

5. FUEL CONDITION Lever.................................................. CUTOFF

Emergency
LOSS OF FUEL PRESSURE

LOSS OF FUEL PRESSURE
1. FUEL TANK SELECTORS............................................... BOTH ON

2. FUEL BOOST Switch................................................................. ON

Emergency
FUEL FLOW INTERRUPTION

TO FUEL RESERVOIR

FUEL FLOW INTERRUPTION
TO FUEL RESERVOIR
1. FUEL TANK SELECTORS............................................... BOTH ON

3. FUEL BOOST Switch................................................................. ON

Emergency

2. INERTIAL SEPARATOR..................................................... BYPASS
3. PITOT/STATIC HEAT Switch....................................................... ON
4. STALL HEAT Switch................................................................... ON
5. PROP HEAT Switch (if installed)............................................ AUTO
IF ABOVE 20,000 FEET:
6. Airspeed................................................................. 160 KIAS MAX
7. Altitude.......................... DESCEND TO 20,000 FEET OR BELOW
(as soon as practical) Turn back or change altitude to obtain an
outside air temperature that is less conducive to icing.

Limitations
LIMITATIONS
Engine Starting Cycle Limits:
Using the airplane battery, the starting cycle shall be limited to the
following intervals and sequence:
seconds ON - 60 seconds OFF,
30 seconds ON - seconds OFF,
seconds ON - 30 minutes OFF,
Repeat the above cycle as required.

FOR TRAINING PURPOSES ONLY L-1
LIMITATIONS
Engine Starting Cycle Limits:
Using the airplane battery, the starting cycle shall be limited to the
30 seconds ON - 60 seconds OFF,
30 seconds ON - 30 minutes OFF,

FOR TRAINING PURPOSES ONLY L-1A
Limitations
LIMITATIONS
Using the external power, the starting cycle shall be limited to the
seconds ON - 120 seconds OFF,
20 seconds ON - seconds OFF,
seconds ON - 60 minutes OFF,

LIMITATIONS
Using the external power, the starting cycle shall be limited to the
20 seconds ON - 60 minutes OFF,

Limitations
AIRSPEED LIMITATIONS (AND THEIR
OPERATIONAL SIGNIFICANCE)
SPEED KCAS KIAS REMARKS
VMO Maximum Operating 175 Do not exceed this
Speed speed in any operation
VA Maneuvering Speed:
8750 Pounds 148 Do not make full or abrupt
7500 Pounds 137 137 control movements above
125 125 this speed.
5000 Pounds 112 112

VMO Maximum Operating 175 175 Do not exceed this
Speed speed in any operation
VA Maneuvering Speed:
8750 Pounds 148 148 Do not make full or abrupt
7500 Pounds 137 137 control movements above
6250 Pounds 125 125 this speed.
5000 Pounds 112 112

Limitations
VFE Maximum Flap
Extended Speed:
UP-10° Flaps 175 175 Do not exceed these
10°-20° Flaps 150 speeds with the given flap
20°-FULL Flaps 125 125 settings
Maximum Open 175 Do not exceed this speed
Window Speed with window open.

VFE Maximum Flap
Extended Speed:
UP-10° Flaps 175 175 Do not exceed these
10°-20° Flaps 150 150 speeds with the given flap
20°-FULL Flaps 125 125 settings
Maximum Open 175 175 Do not exceed this speed
Window Speed with window open.

Limitations
POWERPLANT LIMITATIONS
POWER TORQUE MAXIMUM GAS GEN PROP OIL OIL TEMP SHP
SETTING FT-LBS ITT °C RPM% Ng (2) RPM PSIG (3) °C (7)
Takeoff (1), (4) 805 (9) 101.6 1,900 10 to 99 675
Maximum (4) 101.6 1,900 85 to 105 0 to 99 675
Climb (12)
Maximum (4) 740 101.6 1,900 85 to 105 0 to 99
Cruise (13)
Idle --- 685 --- 40 -40 to 99 ---
(14) minimum
Takeoff (1), (4) 805 (9) 101.6 1,900 85 to 105 10 to 99 675
Maximum (4) 765 101.6 1,900 85 to 105 0 to 99 675
Climb (12)
Maximum (4) 740 101.6 1,900 85 to 105 0 to 99 675
Cruise (13)
Idle --- 685 52 Minimum --- 40 -40 to 99 ---
(14) minimum
Limitations
Maximum 805 101.6 85 to 105 0 to 99 675
Reverse (5)
Transient 2,400 (6) 850 (10) 102.6 (10) 2,090 --- 0 to 104 (11) ---
Starting --- --- --- --- -40 ---

Minimum
Maximum 1,865 805 101.6 1,900 10 to 99 675
Rated (8)
Maximum 1,865 805 (5) 101.6 1,825 85 to 105 0 to 99 675
Reverse (5)
Transient 2,400 (6) 850 (10) 102.6 (10) 2,090 --- 0 to 104 (11) ---
Starting --- 1,090 (10) --- --- --- -40 ---

Minimum
Maximum 1,865 805 101.6 1,900 85 to 105 10 to 99 675
Rated (8)

Caravan G1000 TMusb 101811

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Caravan G1000 TMusb 101811

Hochgeladen von

Copyright:

Verfügbare Formate

“The best safety device in any aircraft is a well-trained crew.

CG Client Guide — Rev. 1.2

PTM Pilot Training Manual — Rev. 2.1

PTH Pilot Training Handbook — Coming Soon! (sneak peek)

IPP Instrument Panel Poster — 07.24.09

SG IPP Study Guide Instrument Panel Poster — 08.04.09

MFC Memory Flash Cards — Original

FOR TRAINING PURPOSES ONLY

CARAVAN 208 GARMIN G1000

Courses for the Caravan G1000 are taught

Wichita Cessna Learning Center

FlightSafety International, Inc.

Copyright © 2011 by FlightSafety International, Inc. All rights reserved.

FlightSafety International, Inc.

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 3

Caravan Program Manager David Carp

 Initial course not leading to an ATP Certificate

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 5

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 6

G1000 TERMS & DEFINITIONS

GIA - Garmin Integrated Avionics. Contains com/nav radios and GPS

MFD - Multi Function Display. Used to display GPS information

Mode Controller - Used to control all autopilot functions

TAS - Traffic Advisory System. Provides traffic alerts

TAWS - Terrain Awareness and Warning System. Provides Terrain alerts

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 7

AFCS STATUS ALERTS

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 8

REVERSIONARY SENSOR ANNUNCIATORS

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 9

TERRAIN AWARENESS & WARNING SYSTEM ALERTS

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 10

TERRAIN AWARENESS & WARNING SYSTEM ALERTS (continued)

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 11

VY ..................................................................................................................................... 104 KIAS

Cruise Climb .......................................................................................................... 110 – 120 KIAS

VMO................................................................................................................................... 175 KIAS

VA .......................................................................................................... 148 KIAS at 8,750 pounds

.............................................................................................................. 137 KIAS at 7,500 pounds

.............................................................................................................. 125 KIAS at 6,250 pounds

.............................................................................................................. 112 KIAS at 5,000 pounds

VFE ........................................................................................................... 175 KIAS at flaps 0 – 10

............................................................................................................... 150 KIAS at flaps 10 – 20

............................................................................................................... 125 KIAS at flaps 20 – 30

Minimum Speed in Icing Conditions .................................................................. 95 KIAS at flaps 0

......................................................................................................................... 85 KIAS at flaps 10

......................................................................................................................... 85 KIAS at flaps 20

Maximum Window Open Speed ...................................................................................... 175 KIAS

White Arc ................................................................................................................. 50 – 125 KIAS

Green Arc ................................................................................................................ 63 – 175 KIAS

Red Line .......................................................................................................................... 175 KIAS

Final Approach.......................................................... Normal Approach Flaps Up 100 – 115 KIAS

........................................................................................ Normal Approach Flaps Full 75-85 KIAS

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 12

POWER PLANT LIMITATIONS (675 SHP)

2400 for 20 850 for 2 102.6 for 2

1090 for 2 -40 mini-

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 13

SYSTEMS INITIAL SYLLABUS

LESSON DAY MODULES HOURS

Copyright © Rev 1.1 FlightSafety International - FOR TRAINING USE ONLY 14

LESSON DAY MODULES HOURS

2a 2 Simulator Prebrief 0.5

Page Revision Page Revision